Metro Rail News Nov 2021 issue

ME TRO RAI L NEW S A Symbroj Media Publication

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ISSN 2582-2330 / Vol. V / Issue 59 / Monthly / November 2021

W i t h D e e p F o c u s O n M e t r o , R a i l w a y, H S R , R R T S & A l l i e d I n d u s t r i e s

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ADVISORY BOARD

Editorial Advisory Board WWW.METRORAILNEWS.IN

Vol. V | Issue 59 | November 2021 Managing Editor Narendra Shah editor@metrorailnews.in Editorial Support Staff Aria Smith Correspondent (International News division)

Rajesh Agrawal Advisor & Consultant Former Member (Rolling Stock) Railway Board

Sudhanshu Mani General Manager (Retd.)

IRSME, ICF, Chennai Team Leader – Train 18

Mahesh C. Yadav Ex.IRSSE , MIE(I) Chartered Engineer (I)

Rajat Khanna Associate Editor & PR Executive Business Development Priyanka Sahu, Director priyanka.sahu@metrorailnews.in Anurag Jha, Business Development Executive Anurag.jha@metrorailnews.in Cover Page & Graphics Joydeep kundu jk@metrorailnews.in

Yogesh Dandekar Founder: Sarg Design Studio LLP (Pune)

Ved Mani Tiwari President & COO Sterlite Power Transmission Ltd New Delhi (India)

Haru Imam Project Control Engineer Persons Corporation SaudiArbia (UAE)

Manas Ranjan Panda Sr. Rolling Stock Expert AYESA India Pvt Ltd. Lucknow (India)

Sanjay Kumar Agarwal Dy. General Manaer Metro One Operations Pvt. Ltd. Mumbai (India)

Digvijay Pratap Singh Chairman Main Mast Group

Dr. Ajeet Kumar Pandey Delivery Manager L&T Technology Services Bengaluru, Karnataka, India

Chinmoy Pattanyak Head of APAC Center of Delivery & SW Center India (TCMS) at BOMBARDIER

Percy Bernard Brooks Project Management Specialist Faiveley Transport Rail Technologies Bengaluru (India)

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INDEX

contents Index

10

EDITOR'S NOTE

08

NEWS HIGHLIGHTS

10

COVER STORY

16

EXCLUSIVE INTERVIEW

14 Mrs. Chhavi Bharadwaj Managing Director Madhya Pradesh Metro Rail Corporation Limited

Shri Manas Sarkar Managing Director Kolkata Metro

20

22

16 PROJECT OF THE MONTH

25

FEATURED PROJECT

30

MEDIA RELASE

36

ARTICLES

37

JOBS

58

EVENTS

59

LIVE TENDERS

60

20

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EDITOR’S NOTE

FROM THE DESK OF

MANAGING EDITOR Taking transformational steps for growth and development Any economy relies heavily on transportation. It stimulates economic growth, produces jobs, facilitates commerce, and realises scale economies.

It improves connectivity across local, regional, and national areas, which boosts competitiveness. The introduction of new technologies is already changing the way we think about travel. "Mobility as a service" has begun to emerge, bringing together functions such as client information and payments across various modes of transportation. In the long run, this should result in a massive expansion of services, greater consumer choice, increased reliability and accountability, greener journeys, and reduced costs.

Narendra Shah Managing Editor

For the government, it implies a once-in-a-generation chance to build a truly integrated 21st-century transportation system based on digital connectivity and data. To realise the full potential of technology, we must evaluate how users' travel behaviour will change as a result of it, as well as how society and the economy as a whole will benefit. We must perceive transportation as a system and consider it as a whole in order to be really revolutionary. A wide range of factors must be balanced in the future of transportation. Capacity is important, but it must be linked to making travel more sustainable in general, whether through lower emissions, less travel, or better connecting our travels to our homes and jobs.

The future of mobility will be defined by a focus on people. Understanding how individuals and businesses make decisions and interact with technology allows an integrated system to put the user at the centre. It holds the key to better understanding and optimising new technology acceptance, uptake, and impact. Individuals and society can benefit from behavioural and social science, which can help us better build our built environment and transportation system around users and allow technology to improve their lives.

The importance of mobility in society cannot be overstated. It allows people to connect with their surroundings and has an impact on how we conduct our lives. How and why we utilise the transportation system has changed dramatically in the last two decades, and developments in the next two decades are expected to be much more substantial.

Metro rail networks stretching over 1,500 km, including rapid rail transit system (RRTS) projects are being proposed to be laid over the next 5 years across various cities in the country. The proposed Rs 3-trillion expenditure on these projects in coming years comprising central and state government equity, apart from funding by other agencies, would be a huge investment turnaround and infrastructural boom for the country.

Foreign investment has been invited and 50 cities are ready to implement metro rail projects in coming years. That might be a huge developmental change for the country as far as urban transportation is concerned. The ambitious Gati Shakti Scheme has also been launched. The November issue is covering all these relevant topics.

I happily present you the contents for this month’s issue.

Wishing you all a very happy Diwali.

Narendra Shah

Managing Editor Metro Rail News (A Symbroj Media Publication) E-mail: editor@metrorailnews.in

8

METRO RAIL NEWS | NOVEMBER 2021

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NEWS HIGHLIGHTS

Metro Rail

MMRDA ready to procure ten more rakes for Monorail Project MMRDA announced that they are set to procure ten more rakes for its monorail project, which is expected to improve the frequency of trains and the ridership.

The first rake of the train is likely to come by the end of 2022. All the rakes will be made in India.

The MMRDA has awarded the tender to Medha Servo Drives Pvt. Ltd to procure ten monorail rakes as per the decision taken in a meeting in September 2021, said MMRDA officials. The cost of this project is approximately Rs. 590 crores.

Medha is buying the new trains in a bid to run the Monorail efficiently and improve its connectivity.

completed by the 2023-24 financial year.” Asked about the lack of work on the Metro Rail project in the city, the District Magistrate said, “We are facing technical difficulties in the work of the first Metro line, said Manish Singh, DM, Indore.

“We hope that the first phase of the city railway project in the city will be

10

METRO RAIL NEWS | NOVEMBER 2021

Maha-Metro has given Titagarh Firema, the wholly owned Italian subsidiary of Titagarh Wagons Limited (TWL) will provide 102 aluminium-bodied coaches to Pune Metro.

Dr. Brijesh Dixit showcases Metro Neo, Nagpur Metro MMI in Dubai Expo 2021 Maha Metro Managing Director Dr. Brijesh Dixit showcased Metro Neo technology, which will be soon implemented in Nasik by Maha Metro, at World Expo Dubai, 2021. Similarly, the multi-modal integration (MMI) of Nagpur Metro, which received a national award recently, was also highlighted.

The construction of metros is a recent phenomenon in India and it is basically an infrastructure for people. The main challenge is how to connect the metro to people. The only way this can be done is through other modes of transport, which has been done by Nagpur Metro, said Dr Brijesh Dixit, Managing Director of Maha Metro. He was participating in a panel discussion on ‘Smart and Sustainable Transportation; Focus on Urban Transport Systems’ at the Expo.

The first phase of the muchawaited Indore metro rail is to complete by 2023-24 The first phase of the long-running metro rail project of Indore, called the financial capital of Madhya Pradesh, could be completed in the 2023-24 financial year.

A senior management official expressed his hopefulness regarding the speed of work on Oct 20, 2021.

necessary formalities, the metro coach will arrive in Pune on Oct 6th evening.

Pune Metro has given an order for 34 metro trains which have three coaches.

The first 3 Metro Rail cars of Pune Metro arrived at Hill View Park Car Depot at Kothrud The first metro coach for Pune Metro arrived from Italy to Mumbai by sea on 06th October 2021. After clearing all

India has set a target to construct 5,000 KMs of operational metro routes in 100 cities by 2047 Ministry of Housing & Urban Affairs (MoHUA) Secretary Durga Shankar Mishra presented the futuristic vision of metro network expansion after 25 years and beyond in the three days, New Urban India Conclave-2021 organized at Indira Gandhi Pratishthan in Lucknow on Oct 7, 2021.

While Speaking at the conclave, Secretary MoHUA said, “Since the Independence of India, revolutionary changes have taken place in the field of public transport. Metro has played a vital role in making urban transportation which provides safety, convenience, accessibility & efficiency to its commuter’s. In the 21st century, the metro has become the need for urban transport. After 25 years from today, when everybody will be celebrating the 100th year of Independence, the metro will expand in at least 100 cities of the country, extending the network up to 5,000 KMs.

AIIB approves 2668 crore loan for Chennai Metro Phase-2 Project On 26 Oct 2021, the Asian Infrastructure Investment Bank (AIIB) approved a $356.67-million, which is approximately 2688 crores (INR) loan from the Indian Government to support the expansion

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NEWS HIGHLIGHTS the six proposed corridors in December 2018. But the Centre had only approved three priority corridors in February 2019.

While working on all three corridors -Janakpuri West to RK Ashram Marg (29 KMs), Aerocity to Tughlaqabad (20 KMs) and Maujpur to Majlis Park.

of the metro rail network in Chennai.

This work involves the construction of a new corridor as part of Phase 2 of the Chennai Metro Rail. “The new Corridor-4 of Chennai Metro is 25 kilometers long, where we fund the first 16 kilometers,” said D.J. Pandian, AIIB’s vice president of investment, who chaired Tuesday’s signing ceremony was held almost immediately.

The Project Investment Board (PIB) has approved the remaining three corridors of Delhi Metro Phase 4 projects measuring over 40 KMs. The total cost of these lines is estimated to be Rs 12,600 crores. These lines include Rithala-Bawana-Narela (22.91 KMs), Lajpat Nagar Saket G-Block (8.38 KMs) and interlock-Indraprastha (12.37 KMs).

The board under the Ministry of Finance approved the remaining three lines – Rithala-Bawana-Narela (22.92 KMs), Lajpat Nagar-Saket G Block (8.37 KMs) and Inderlok to Indraprastha (12.40 KMs) of the Metro Phase-4 said DMRC officials.

Now the proposals would be put up before the Union Cabinet for final approval. Approval of the projects costing over Rs. 100 crores fall under the Public Investment Board. The Delhi Government had given its approval to all

12

METRO RAIL NEWS | NOVEMBER 2021

These E-rickshaws will be plying from 6 AM to 11 PM daily, providing last-mile connectivity to nearby localities of Noida Electronic City Metro station.

Initially, 25 ETO rickshaws are being introduced into service from the station, which will be increased to 100 by the end of next month, covering more stations in the Noida section of Blue Line, including Sector-62 Noida Sector-59, Noida Sector-61, Noida Sector-34 etc.

Ahmedabad Metro Rail phase-1 project would be completed by August 2022 In its endeavour to complete the Ahmedabad Metro Rail Project Phase 1

by August 2022 so as to coincide with the 75th year of India’s independence, Gujarat metro rail corporation (GMRC) completed a milestone today by placing the OWG (Open Web Girder) spanning – 7 Railway tracks at Sabarmati.

The remaining 3 corridors of the Delhi Metro Phase-4 Project will be completed by 2025 at the cost of Rs. 12,600 CR.

MD, DMRC, 29 Oct 2021 flagged off a fleet of 25 e-rickshaws, called ‘ETO’ from Noida Electronic City Metro station of Blue Line.

The Open Web Girder is 73m long and 12m wide. It is made of more than 550 MT steel members tied together by 18500 HSFG bolts. The total weight of the girder is 850 MT. The girder is launched using two winch machines and at a launching speed of 250mm per minute.

Three companies have submitted bids to complete the balance civil work in Mumbai Metro line 2B Mumbai Metropolitan Region Development Authority (MMRDA) has announced details for the work in Mumbai Metro line 2B and the contenders for the same on Oct 21, 2021.

There are three companies in the race for the most substantial bid currently. As per the information provided by the source, the three companies are; NCC Limited TATA Projects Limited & J Kumar Infraprojects Limited

DMRC MD flagged off a fleet of 25 E-Rickshaws from Noida Electronic City Metro Station Giving a further boost to its efforts in ensuring enhanced last-mile connectivity for Metro commuters, Dr. Mangu Singh,

Bahrain confirms the first phase of the ambitious Metro Rail Project This project marks an important milestone as it will provide a fast, comfortable, reliable, stable and modern transportation system for the people

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NEWS HIGHLIGHTS the entire line and connects Vadodara with Ahmedabad through one station and a minor depot at Anand-Nadiad.

The estimated cost of this project is Rs. 1,10,000 crores, of which Rs. 88,000 crores will be funding from the Japan International Cooperation Agency (JICA).

The project completion deadline is the end of 2023.

of Bahrain, thereby improving living standards.

The Bahraini government has approved the first phase of the metro rail project, the minister announced on 23 Oct 2021.

Kamal bin Ahmed Mohamed, Minister of Transport and Communications, said the government had decided to proceed with the tender phase following a market consultation event in March. The first phase of the 109km urban travel network will consist of a two-lane highway with an average length of 28.6km and 20 stations and two crosses.

Bullet Train

Indian Railways will launch another Vande Bharat Express train in March 2022

IRCON-DRA JV bags the Contract Worth Rs. 3400 Crores in MAHSR Package C7 project On 04th October 2021, IRCON International – Dinesh Chandra R. Agrawal Infracon JV emerged as the lowest contender to construct the 18.134 KMs Package C-7 of the 508.17 KMs MAHSR Bullet Train after the National HighSpeed Rail Corporation Ltd. (NHSRCL) opened financial bids.

Package C-7 from chainage 489.467 to 507.600 is the third-longest package within Gujarat and lies entirely within the Ahmedabad metropolitan region with two elevated stations at Ahmedabad and Sabarmati.

L&T is ready to launch the first Span Girder for MAHSR Project Larsen and Toubro (L&T) engineers are set to complete and launch the first entire span Girder (40M) of Package C-6 for the Mumbai-Ahmedabad High-Speed Rail Corridor.

L&T emerged as the lowest bidder for constructing the 87.569 KMs Package C6 of the 508.17 KMs MAHSR or Bullet Train project in November 2020, after officials NHSRCL opened financial bids submitted by three infrastructure companies.

Package C6 from chainage 401.898 to 489.467 is the third-longest package of

14

METRO RAIL NEWS | NOVEMBER 2021

Indian Railways

NHSRCL had invited bids for its construction in October 2020 with a completion deadline of 1643 days and an unknown estimate. Technical bids were opened in March to reveal six bidders.

Scope of the Work: Design and Construction of Civil and Building Works including Testing and Commissioning on Design-Build Lump Sum Price Basis for Double Line High-Speed Railway involving Ahmedabad Station, Sabarmati Station, Viaduct & Bridges, Crossing Bridges (excluding fabrication and transportation of steel truss girders) and Associated works between MAHSR Km. 489.467 and MAHSR Km. 507.599 in the State of Gujarat for the Project for Construction of Mumbai-Ahmedabad High-Speed Rail (MAHSR).

From the beginning of 2022, Indian Railways is likely to launch the third Vande Bharat Express Train. The shells of at least five Vande Bharat Express trains are in the final stages of completion. And electricity is expected to be installed soon. The ICF hopes to release one record in March 2022, according to various media reports.

The first two Train-18 trains, the world’s first high-speed trains, were launched

by ICF in 2018, currently operated as Vande Bharat Expresses between Delhi to Varanasi and Delhi to Katra. On 15th August 2021, Prime Minister Narendra Modi announced the launch of 75 trains in 75 weeks, connecting various parts of the country.

All Vande Bharat Express train trainers have automatic doors, onboard hotspot WIFI for passenger entertainment purposes, a GPS-based passenger information system for audio and visual, and excellent seating. All toilets inside the cottages are a kind of bio-vacuum.

Internal lighting is a dual-mode, i.e., distributed for standard and personal lighting in all seats. All coaches will have a cafeteria as well. In addition, insulation is intended to keep noise and heat at low levels for maximum comfort for passengers. The slow-moving Vande Bharat Express has 16 AC coaches, two of whom are top-level coaches. In addition, the Train-18 has a refreshing braking system that can save up to 30 per cent of electrical energy. The ‘Make in India’ Vande Bharat high-speed train can run up to 160 km per hour. According to the Department of Railways, major railway systems have been designed and built-in India, taking PM Modi’s view of ‘Make in India’. Safety, speed and service are the hallmarks of this train. www.metrorailnews.in

COVER STORY

Muti Modal Connectivity Scheme : The Gati Shakti Abstract

Key Points

Government of India has launched the ambitious Gati Shakti scheme or National Master Plan for multi-modal connectivity plan recently, with the aim of coordinated planning and execution of infrastructure projects to bring down logistics costs. Prime Minister Narendra Modi on October 13 launched the PM Gati Shakti National Master Plan for multi modal connectivity to expedite and bring infrastructure development on a common path.

The plan was first announced from the ramparts of the Red Fort on August 15 on the occasion of the 75th Independence Day. The plan seeks to end bureaucratic entanglements and break inter-ministerial silos with respect to infrastructure projects.

Currently, under the Gati Shakti master plan, 16 crucial ministries will be a part of the initiative. The ministries to be brought under the ambit of the platform include railways, roads and highways, petroleum & gas, telecom, power, shipping, and aviation, among others.

The Rs 100 lakh-crore Gati Shakti plan envisages a centralised portal comprising all existing and planned infrastructure initiatives of as many as 16 central ministries and departments for integrated planning and coordinated implementation of infra connectivity projects.

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METRO RAIL NEWS | NOVEMBER 2021

About the Scheme Aim: To ensure integrated planning and implementation of infrastructure projects in the next four years, with focus on expediting works on the ground, saving costs and creating

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COVER STORY jobs.

• The Gati Shakti scheme will subsume the Rs 110 lakh crore National Infrastructure Pipeline that was launched in 2019.

• Besides cutting logistics costs, the scheme is also aimed at increasing cargo handling capacity and reducing the turnaround time at ports to boost trade.

• It also aims to have 11 industrial corridors and two new defence corridors - one in Tamil Nadu and other in Uttar Pradesh.

Extending 4G connectivity to all villages is another aim. Adding 17,000 kms to the gas pipeline network is being planned.

• It will help in fulfilling the ambitious targets set by the government for 2024-25, including expanding the length of the national highway network to 2 lakh kms, creation of more than 200 new airports, heliports and water aerodromes.

Integrated Approach: It intends to bring together 16 infrastructure related Ministries.

• This will help in removing long-standing issues such as disjointed planning, lack of standardisation, problems with clearances, and timely creation and utilisation of infrastructure capacities.

• Gati Shakti Digital Platform: It involves the creation of a common umbrella platform through which infrastructure projects can be planned and implemented in an efficacious manner by way of coordination between various ministries/ departments on a real-time basis.

Expected Outcomes The scheme will help mapping the existing and proposed connectivity projects.

• Also, there will be immense clarity on how different regions and industrial hubs in the country are linked, particularly for last mile connectivity.

• A holistic and integrated transport connectivity strategy will greatly support Make in India and integrate different modes of transport.

• It will help India become the business capital of the world.

Need for Integrated Infrastructure Development: • There exists a wide gap between macro planning and micro implementation due to the lack of coordination and advanced information sharing as departments think and work in silos.

• According to a study, the logistical cost in India is about 13% of GDP, which is higher than developed countries.

• Due to this high logistical cost, the competitiveness of India’s exports is greatly reduced.

• It is globally accepted that the creation of quality infrastructure

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for Sustainable Development is a proven way, which gives rise to many economic activities and creates employment on a large scale.

• The scheme is in synergy with the National Monetisation Pipeline (NMP).

• The NMP has been announced to provide a clear framework for monetisation and give potential investors a ready list of assets to generate investment interest.

Associated Concerns Low Credit Off-take: Although the government had taken up ‘strong’ banking sector reforms and the Insolvency and Bankruptcy Code had yielded about Rs. 2.4 lakh crore of recoveries on bad loans, there are concerns about declining credit offtake trends.

Banks give credit off-takes to help businesses acquire financing for future projects through the promise of future income and proof of an existing market.

Lack of Demand: In the post-Covid-19 scenario,there is a lack of private demand and investment demand.

Structural Problems: Due to land acquisition delays and litigation issues, the rate of implementation of projects is very slow on global standards.

Getting approvals is very difficult in terms of land access, environmental clearances; also impending litigation in court delays the infrastructure projects.

Way Forward • PM Gati Shakti is a step in the right direction. However, it needs to address structural and macroeconomic stability concerns, emanating from high public expenditure.

• Thus, it is imperative that this initiative is underpinned by a stable and predictable regulatory and institutional framework.

Summary The GatiShakti programme marks a paradigm shift in decision making to break the silos of departmentalism. In the proposed Plan, all the existing and proposed economic zones have been mapped along with the multimodal connectivity infrastructure in a single platform. Individual projects of different line Ministries would be examined and sanctioned in future within the parameters of the overall Plan, leading to synchronisation of efforts. GatiShakti will bring synergy to create a world class, seamless multi-modal transport network in India. The National Master Plan will employ modern technology and the latest IT tools for coordinated planning of infrastructure. A GIS-based Enterprise Resource Planning system with 200+ layers for evidence-based decision-making is one example. The use of satellite imagery for monitoring is another. Digitisation will play a big role in ensuring timely clearances and flagging potential issues, and in project monitoring as well.

METRO RAIL NEWS | NOVEMBER 2021

17

COVER STORY To give the projects necessary momentum and ensure timely completion number of factors need to work in a coordinated manner. An efficient logistics network is also one necessary condition which would ensure easing problems related to a robust demand and supply chain.. Apart from this, achieving economies of scale in manufacturing would be another characteristic of the scheme.

Industrial parks and logistics parks have been mandated to grow in size to be globally competitive.

The National Industrial Corridor Development Corporation (NICDC), formerly DMIDC is also designed to work in close coordination with state governments to develop these industrial corridors.

Special postulates have been mentioned for state governments to government departments to work in close coordination and take the lead in identifying parcels of land for industrialisation collaboration, guided by an overarching master plan. The in consonance with the national plan to reap the maximum National Master Plan, GatiShakti aims to achieve the same. benefits of jobs and growth in the launched scheme.

However, achieving an efficient, seamless multi-modal transport network is no easy task. It requires independent

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EXCLUSIVE INTERVIEW

Exclusive Interview with Mrs. Chhavi Bharadwaj, Managing Director Madhya Pradesh Metro Rail Corporation Limited Our Managing Editor Mr. Narendra Shah, conducted One 2 One Interview Session with Mrs. Chhavi Bharadwaj, 2008 Batch IAS officer currently serving as Managing Director, Madhya Pradesh Metro Rail Corporation Limited.

Here are the edited excerpts: Narendra Shah (NS): Our first question to you – ‘You are famous as a corruption – buster IAS officer’. How does it feel?

What pain and efforts you had been through to have this reputation and how difficult it has been?

Chhavi Bharadwaj (CB): I believe the reputation that an officer has in a public domain has been able to really set an example. I basically because of the time of the value system and the motivation tat let we do join the civil services in the first place.

The perception is built up because of an incident happened that happened few years back. Every officer in his tenure in his/her capacity tries to bring significant change in the society. The kind of value system I am bought up with never allows to compromise with corruption (small or large).

NS: You spent more than 02 years as a collector in a district which saw 15 officers in last 17 years. That shows your grit and commitment. What had been your strategy after being appointed as Collector at Dindori - The district with an infamous repute on part of governance and work culture?

CB: Dindori is one of the most important beautiful and a backward tribal area of Madhya Pradesh. It also provides a lot of space and latitude for an officer to work.

The people living there really appreciate the efforts to bring basic civil amenities.

The reason for that is that people living there were deprived of basic amenities for a long time. The amenities like road connectivity, infrastructure is very crucial to a community. In my tenure, I did my best as an officer to bring change there.

I can say that the two years I spent there were one of the best I had in my career.

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Mrs. Chhavi Bharadwaj, Managing Director, Madhya Pradesh Metro Rail Corporation Limited NS: Do you think there has been any significant change in the working of government departments in last few years as far as project delays and work culture is concerned. What would you like to say about a required change in working scenario in the country? Do you feel any necessity towards it?

CB: I believe there have been some significant changes with the passage of time. Earlier we had a very longish and procedure bound method of implementing and monitoring projects.

There was a lot of red tape and trained incapacity in the government. The bureaucracy was blamed for not understanding the context enough.

However, I have seen significant changes happening at our level to avoid redtapism.

NS: Metro projects in Bhopal & Indore has already been delayed. The project cost of Bhopal Metro has already risen by 50% of its actual cost. What as new MD of MPMRCL would be your priority in this regard? What are your plans for meeting the deadlines?

agree with the delay which happened primarily due to the pandemic and also the organisation did not have a full time Managing Director. At this point of time, we are looking at 30.5 kms of Bhopal metro and another 31 kms of Indore metro with a priority corridor for 7 kms and 17 kms for Indore metro. We have set a target for flagging off the first set of trains at the priority corridors for both metros by 2023.

The good thing is that we have already started awarding the tenders for work like rolling stock and we are hopeful that work will be completed within the designated time of 2 years from now.

NS: Can we expect smart transport system in few other cities of M.P. with yourself being the managing director of implementing agency for the same in the state? Is there any update on greater Gwalior Metro which had been under discussions and long demanded?

CB: We are exploring several options like deploying a consultancy firm for comprehensive mobility plan for all the five major cities as it will explore options like multi-modal transportation system and trip generation. We are aware that we CB: I don’t agree with the fact that cost have almost a 30 km narrow gauge ROW has risen by 50 per cent. However, I do in Gwalior metro. It is very rare to find such

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EXCLUSIVE INTERVIEW a narrow gauge in the middle of the city.

We are currently studying the model of Nashik metro which is identical to Gwalior.

It is noteworthy that Gwalior city will have a metro lite unlike Nashik metro which has heavy metro. We are also exploring the option of connecting a metropolitan city like Indore with satellite towns like Ujjain, Mau etc. An idea of connecting cities like Bhopal and Indore through a high-speed corridor is also being explored which will also bring urbanisation into perspective.

The potential of RRTS-MRTS is also a viable option to connect the cities NS: You have worked as Commissioner, Municipal Corporation Bhopal. How do you see your tenure over there apart from bagging for Bhopal, the status of second cleanest city of India in Swacchta Sarvekshan in 2018? Do you feel satisfied with your work as commissioner over there?

where I, as a District Collector, could really make a difference. As we go up the ladder, the domain gets specific and there are specialisations too for the officers. The motivation to serve people you live around is a most satisfying for the CB: Satisfaction is a very subjective thing. district collector. The serving window is The most important thing I learned in very limited (7-8 years maximum) and the Bhopal is municipal finance and a dire satisfaction of making a difference in that need to complete objectives. I believe window is very important for a serving DC. the cities in India require substantial investment in infrastructure and urban NS: It’s been almost 13 years since you services in the years to come. As municipal have been into administrative services commissioner in Bhopal, I tried to holding important portfolios. Is there rationalize the budgetary planning in the any special incidence, moment of corportation. We tried to look for avenues success, failure etc. you would like to which could strengthen the inherent recognize and share with us regarding resource raising capacity for Bhopal. We your professional journey so far? tried to rue the system for collection of property tax and water tax. There was a CB: I remember going to a Bega village. very alarming situation in the city where Begas are particularly vulnerable tribal we spent 90 crore rupees annually for groups which is found in Dindori. They supplying water in households, but the are decreasing in terms of its population revenue raised was around 20 crores. and there are specific regions where they So, there is a deficit which got created inhabit. I found that there was a meeting in every almost service provided by the going where the natives were discussing corporation. If I ever get the opportunity issues they face against government to experiment with or deploy new tools officials like pension, the Forest guards for the corporations which have a lot of not allowing them to pick their produce. experience, I will consider myself very I realized how important the public delivery service was to lives of these fortunate. people. It might not be that important NS: You have set several examples of to a self-sufficient city dweller who does good governance like virtual coaching not depend too much on government to tribal children in naxal affected and its services. This is where I realize the Dindori district, 4 O’clock review in centrality of government services in the Swacch Bharat Abhiyan and many more lives of these people. The way in which to name. What gives you the energy and the people of the community described inspiration to make such efforts on a their problems (most of them were angry) shook me for a good period of time. continual basis?

However, this also motivated me to listen CB: I believe public service is a domain to people and engage with them on a where only a few people get to work. I daily basis. We think that everything is fine consider myself very lucky and fortunate while the situation is not that easy going

as it seems from our homes. A constant feedback system provides a reality check for course correction. That meeting in the village will stay in my memory and will always remind me to stay on course with the purpose I am being chosen for the service.

NS: Would you like to share your views regarding your book ‘Like a Bird on the Wire’. Can your readers and followers expect few more representations of author in you in coming few years?

CB: Actually, it took me five years to write that book. I wrote it during my maternity leave and when I was in Dindori.

Thereafter, I haven’t been able to write anything at all. I used to write a blog which I discontinued. I hope I can create a space for myself where I can read and write again in the future.

NS: We shall like to know your views about Metro Rail News. Any message to our readers?

CB: I believe that it is a very good initiative that will enable any metro organisation to understand what is happening in the country or in different cities. What different mechanisms are being tested, how innovative they are. I believe peer learning is very crucial and a lot of times when we through articles in magazines like Metro Rail news, we get a lot of ideas and inspiration from the stories of other metro corporations. New options get explored every now and it also keeps you aware.

NS: Many thanks for your precious time and our wishes for your new role and responsibility.

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EXCLUSIVE INTERVIEW

Exclusive Interview with Shri Manas Sarkar, MD, Kolkata Metro Metro Rail News Conducted an email interview with Shri Manas Sarkar, MD, Kolkata Metro, on recent Developments of Kolkata Metro Projects. Here are the edited excerpts: Q.1. Many congratulations for being appointed as the new MD of first and oldest metro systems in India? How does it feel to bear the legacy? Do you feel a sense of greater responsibility and ownership? What are your immediate plans ahead?

Thanks for the compliments. Let me clarify that I am the Managing Director of Kolkata Metro Rail Corporation Limited.

Here the perspective of Kolkata Metro system is required to be understood for better clarification. In Kolkata, several metro lines are being constructed at present. Unlike other cities in India, where Metro systems are being developed with joint venture effort of State Government and Union Government, all Metro Lines in Kolkata are being developed

by Union Government only. Kolkata Metro Rail Corporation, a CPSE under Ministry of Railways, is only entrusted with construction of Kolkata East-West Metro Corridor. The other lines are being constructed by RVNL and Metro Railway itself. The operation & maintenance of all the lines including the existing NorthSouth line which is the oldest metro system in India is entrusted with Metro Railways, Kolkata which is a zonal railway under Ministry of Railways. Hence I am not in-charge of the oldest Metro System in India ; at the best it can be said that I am associated with the entire system of Kolkata Metro which is indeed the oldest Metro system in India.

Q2. Kolkata Metro is presently fifthlargest metro system of the country after Delhi, Hyderabad, Namma and Chennai Metro. Don’t you think Kolkata Metro couldn’t grow and develop the way it should have been being the oldest metro systems of the country? What according to you is the reason for the same and that too when Kolkata lacks a smart and present era transportation system.

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Metropolitan Transportation Projects [Railways], 1971, there were 5 possible Metro Corridors identified in Kolkata.

Survey was conducted in three of these Corridors. The 1st of the 3 corridors in North-South direction was first taken up for implementation in 1972 which was commissioned in Phases from 1984 and it is the oldest metro rail system in the country. Now other two corridors as identified in 1971 have already been taken up. Apart from that, another 4 new corridors are also under construction.

in capacity with passage of time. Same is expected in Kolkata with possibility of development of new lines in future .

When all the corridors will be completed Kolkata will have 133 Km of Metro system.

Apart from these lines, there are future lines which are also in different stages of planning. Thus the planning process for development of MRTS systems in Kolkata has a legacy of around 50 years now. The size of Delhi Metropolis along with Gurgaon is 2216 sq km and length of Metro Corridor in operation is around 350 Km while size of Mumbai Metropolis is 603 Sq km and length of Metro Corridor in operation and construction is around 190 Km. In comparison, Kolkata having 133 km Metro Lines [ operational and under construction] with only 206 sqm of Metropolis is not a meagre number.

However if you look at the progress history of major Metro systems in the world as well as in this country, requirement of new metro corridors is often perpetual as the systems always try to get saturated

Vehicle ownership in Kolkata is indeed the lowest amongst all the Tier-1 cities which is not a very discouraging statistics for a transportation professional as Kolkata also has the lowest length of city streets amongst all Metro Cities in India.

The approximate ratio of private owned vehicles versus road Kilometers in Delhi in 2019 was 134 while it is 450 in Kolkata which clearly indicates that Kolkata streets are already overpopulated with private vehicles and the growth of sustainable transport solution should be through modern, people-centric mass rapid transit systems. As per the study conducted by Wilber Smith & Associates in 2008, the existing public transport share without the present Metro systems [only one Metro at that time] was 54 % of total transportation demand which was the highest in India at that time.

Therefore the challenge before the city

Q.3. Amongst all metropolitan and tier1 cities, Kolkata has least no. of private vehicle ownership. So, the stress on public transport system is enormous which is estimated to increase significantly amidst rapidly urbanising nearby areas of the capital city. What is your say in this regard and are you ready for future challenges?

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EXCLUSIVE INTERVIEW planners is to nourish this publictransport oriented transit feature of the city and to cater the expectation and demand of the people by providing fast, reliable, safe and modern mass transportation mode. Metro Rail has a long history in Kolkata and associated as an integral part of city life which should be further boosted and encouraged with augmentation of new lines.

Q.4. The Kolkata Suburban Railway is the largest suburban rail system of the country with an annual ridership of more than 02 billion people. It’s a very robust system developed since British era. Do you think it is the suburban railway that a need of other modern transport systems like RRTS, BRTS, MetroNeo, MetroLite etc. hasn’t been felt to be developed in Kolkata? Do you think it is a righteous approach?

What according to you can be a better transport plan for Kolkata?

The sub-urban railway system links the urban conglomeration of 1851 Sqkm around city of Kolkata known as Kolkata Metropolitan Area [KMA] with the City proper. The population of KMA is around 16.8 million and Kolkata being the center for majority of economic, social, educational and medical hub, there is huge transportation demand to the city. The majority of this city bound transportation demand is met by the suburban transportation system with two major sub-urban terminals at Howrah & Sealdah which handle around 2 million passenger daily. Sub-urban railway being the economic and easy mode of transport, the development pattern in this sub-urban localities have grown rail-centrically oriented accordingly.

These sub-urban localities in and around the city have century old development history with mushroomed up settlements leaving spare area for development of other infrastructure modes. The suburban railway system and other modes of transport like RRTS, BRTS etc should not necessarily be competitive to each other but reciprocal and all the modes of transport should be integrated and wellorchestrated to provide the necessary service to the people.

Q.5. Kolkata unarguably has the most varied and complex set of transport systems offering its citizens ferries, trams, buses, trains, metro, taxis, auto-rickshaws and cycle-rickshaws.

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So, do you agree that the present transportation system in Kolkata is capable of serving a larger population of commuters at lower fiscal costs, lower levels of environmental destruction and infrastructure usage although being a metropolitan city?

Indeed Kolkata possesses the most varied public transportation modes amongst Indian cities. As per the International Association of Public Transport [UITP] Survey [ Arther D’Liittle 2.0- 2013], the mobility index of Kolkata was the highest amongst Indian cities due its various modes of public transport. At present the road volume is only about 5.4% and it can’t be expanded beyond 8% due to narrow right of way. In fact, Kolkata being a city developed over 300 years under heterogeneous development regime, adequate space for future transportation planning is not possible. Moreover huge population upsurge after independence due to refugee migration has also put pressure on city transportation system.

The present public transport system of Kolkata is bus oriented which is insufficient to handle the ever increasing pressure. As per all the Development Studies done so far, it is said that non-road based rapid transit system with densification around the transport nodes is the most viable transport solution for the city. In core area of Kolkata, underground metro is the only perceivable rapid transit system possible.

It will divert a lot of commuters from surface level to underground thereby it will decongest the roads. This system is

eco-friendly, safe, reliable at the same time economically suitable.

Q.6. What in your opinion a smart and future centric transportation system of a mega-city be like? What would be your ratings for present transport system in Kolkata judging it on parameters of transport system of a megacity?

Our world is fast urbanizing with more and more people moving to urban areas and it is a challenging task for modern city planners to provide a futuristic city life which is sustainable to the society. As transportation is a vital aspect of modern connected city life, the sustainable modes of transport should be safe, reliable, adequate, modern & accessible.

For an old metropolis like Kolkata with lingering issues of over population, congestion as well as environmental pollution, ideal transportation solution is MRTS along with supplementary feeder bus service and adequate first and last mile connectivity. Modern para transits like electric bikes & electric autorickshaws may play a vital role in first and last mile connectivity aspect.

I will never say Kolkata is adequate in transportation system; in fact very few cities in the world are adequate. But there is definitive effort from every stakeholders to upright the transportation system which is welcome.

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EXCLUSIVE INTERVIEW Q.7. Kolkata metro is rapidly gaining popularity of being the slowest metro system in the country in terms of work speed and completion of projects. It’s been more than 10 years that work on new lines in Kolkata Metro started but none of them has been completed.

What in your opinion is the reason for the same and what steps are being taken to remove the hurdles if any observed?

The perspective of implementation of Metro Rail systems in Kolkata should not be judged by very simplistic black & white yardstick of completion time.

The example of Kolkata East West Metro perfectly demonstrates the complexity and diversity of problems associated here. The project was started in year 2009 with an initial target of 5 &1/2 years.

There were issues of land acquisition both for private land as well as Govt land right from beginning. In 2012, at the middle of project execution, there was a proposal for realignment in some part which completely upset the execution in some part of the project for several years. After several years of suspension of work in this section, the realignment of route was sanctioned in year 2015 to recommence the works. In addition, in 2012 the stake holding of project execution was shifted from Joint venture of State Govt and Union Govt to only Union Govt. There were other issues of obtaining permission from ASI and Defence Authorities which also eroded valuable project time. Hardly any Metro Project in India had to undergo such multi-dimensional hurdles. In spite of all these impediments, 6.97 Km of this corridor out of total 16.55 Km has already been commissioned and another 2.33 Km is expected to be commissioned in next few months, Q.8. What is the status of India’s first underwater metro being developed by Kolkata metro over Hooghly? What is the progress so far? Are you meeting the deadline of March,22?

The tunnel below river Hooghly was completed in 2017 and presently the track linking has also been completed. The follow on activities of tunnel ventilation and electro-mechanical works are in progress. The revenue service in this section is expected in end of year 2022.

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Q.9. What had been the reason for the Bowbazar mishap during the underground tunnelling of SealdahEsplanade metro of east-west corridor?

Two buildings – 13,14 Durgapithuri lane got completely demolished apart from damage to a number of other residential structures. Where do you feel metro authorities failed to analyse the whole situation? Don’t you think the situation could have been averted had there been a better feasibility and planning done?

At the outset this can be stated that one tunnel boring machine was affected by ingress of water added with fine soil particles which caused severe ground settlement and damage to some buildings at Bowbazar. The water ingress was stopped by creating multiple bulk heads inside the tunnel to create closed chamber in frontal part of the tunnel boring machine and by exerting counter pressure by filling up the frontal portion with water. Bowbazar tunnel incident has been referred to contractual dispute resolution process.

Hence It is not possible to state anything in this regard at this stage.

Q.10. What are your preparation and plans for averting any further damage in the area. Is there any compensation offered by KMRC to those affected by the mishap?

The balance tunneling in this area has already been completed so the question of any further damage does not arise.

All the affected families are paid with one time compensation of Rs.5 Lakh as per decision of provincial government.

All the demolished buildings will be reconstructed and all structurally damaged buildings will be adequately repaired. Till such time, all the families are kept in furnished rental flats.

Q.11. ‘KMRC has proved its efficacy in developing India’s most advanced metro system single handed in terms of civil engineering’. Do you still agree with the statement after the bow bazar incident?

of damages and project delays. The responsiveness and re-fortification exerted by this organisation after the incident towards rehabilitation of the affected families as well as completion of the balance mechanised tunneling work in the project were definitely reassuring.

Q.12. Would you like to share anything about your professional career and experience as a metro person? What would be your message to young technocrats aspiring to get into metro industry?

I being a veteran professional in the field of Railways and Metro Industry, I have spent my career dealing with variety of challenges both in construction and maintenance. As this industry deals with safety of the passengers, engineering accuracies and respect to maintenance protocol are demand of the day. My experience says that a combination of basic professional knowledge and logical thinking is essential to be successful in this field.

For all aspiring Metro Professionals, I would say this is a new emerging area of challenge for the engineering professionals and definitely a sunshine sector. But the knowledge base is required to be updated regularly to keep pace with the global changes in this industry.

Q.13. What would be your message to our readers? Please share your views about Metro rail News.

It is heartening to see that focused magazines for Metro industry are coming up which not only shares knowledge base and information for the project but ushers a general interest in public for Metro Rail who are the ultimate stake holders for such projects. I hope Metro Rail News to come up with all the galore in future.

Tunnel water ingress issue, though rare and unwelcome, is not uncommon. It had earlier been witnessed in more developed Metro Systems in the world with issues

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PROJECT OF THE MONTH

A Joy Ride for the City of Joy – Kolkata Metro

K

olkata: Historical Background

Kolkata formerly known as Calcutta, is a city of many hues, recognized by many as the Cultural Capital of India, known to others as the City of Palaces and to yet others as the City of Joy; it is difficult to capture its diversity as well as uniqueness within the confines of a single phrase.

Located on the eastern bank of the river Hooghly, Calcutta was established by the British in an area where the villages Kalikata, Sutanuti and Govindapur existed. These villages were part of an estate that belonged to the Mughal emperor himself and whose jagirdari was held by the Sabarna Roy Choudhury family. The rights were transferred to the East India Company in 1698, and it became the capital of British India in 1772. The city grew under the British and saw the emergence of a new educated urbane Babu class in the 19th century. Thus, Calcutta became the pioneering centre of the socio-cultural revolution, often referred to as the Bengal Renaissance. Calcutta also became the epicentre of the Indian independence movement, especially the revolutionary stream. In 1905 Bengal was partitioned on communal grounds, which resulted in

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widespread public agitation and the boycott of British goods (Swadeshi movement).

The British moved the capital to New Delhi in 1911, given these developments and the fact that Calcutta was located in the eastern fringes of India. Through Calcutta lost a part of its political significance due to this decision, it continued to remain a determinant in the political developments in the country in the run up to independence in 1947 and a torch-bearer of the early industrial progress. Moreover, it continued to play a very influential role in the cultural & literacy landscape of the country. In education, film, theatre & science, Calcutta has continued to play a stellar role. In 2001, the name of the city was changed to Kolkata to go with the Bengali pronunciation of the name.

Today it is a thriving metropolis, home to 4.5 million residents in an area of 185 sq km under the jurisdiction of the Kolkata Municipal Corporation. The Kolkata Metropolitan Area, spread over 1750 sq km comprising 157 postal areas in 2006, has approximately 14.2 million, making it the 13th most populous urban city in the world and the 18th largest urban agglomeration globally. The urban agglomeration comprises

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PROJECT OF THE MONTH 72 cities & 527 towns & villages. The suburban areas of the Kolkata metropolitan district incorporate parts of the districts of North 24- Parganas, South 24- Parganas, Howrah, Hooghly & Nadia.

Transport System in Kolkata & Its Development Kolkata is the leading business, commercial & financial hub of eastern India & the northeastern states. It is also a major commercial & military port & the only city in eastern India to have an international airport. However, once India’s prime city, its development has lagged far behind the needs of its growing population. As a result, Kolkata is in dire need to provide its citizens with the best amenities available in the country.

Moreover, the relative antiquity of Kolkata and unplanned growth have further exacerbated the city’s inadequate civic amenities. Realizing the magnitude of this problem, the government is trying to place modern infrastructure in the metropolitan city, and several agencies are working towards that goal.

Only 6.2% of Kolkata’s area comprises roads compared to 20%+ for the other comparable metro cities in India. With a vehicle population estimated to be around 1.6 million and 23.50 million transit trips a day in 2011, the city is bursting at its seams. With minimal scope to increase the road area in the city and a projected vehicle population of 3 million and an estimated 32 million transit trips by 2025, the enormity of the problem could be easily imagined.

It was realized early that only road transport would not be adequate to meet the growing transport needs of the population, and a rail-based system for rapid mass transport is the most viable option to address this need.

Therefore, the burgeoning transport problem drew the attention of the city planners, the State Government, and the Government of India. It was soon realized that something had to be done and done fast to cope with the situation. It was Dr. B.C. Roy, the then Chief Minister of West Bengal, who for the first time conceived the idea of building an Underground Railway for Kolkata to solve the problems to some extent in 1949.

A team of French experts did a survey, but nothing concrete came out. Efforts made to solve the problem by augmenting the existing fleet of public transport vehicles barely touched the fringe of the problem. The roads account for only 4.2% of the surface area in Calcutta compared to 25% in Delhi and even 30% in other cities. To find an alternative solution to alleviate the suffering of the Kolkatans, the Metropolitan Transport Project (Rlys) was set up in 1969. After detailed studies, the MTP (Rlys) concluded that there was no other alternative but to construct a Mass Rapid Transit System. The MTP (Rlys) prepared a Master Plan in 1971 envisaging the construction of five rapid transit lines for Kolkata, totalling a route length of 97.5km. Of these, the highest priority was given to the busy North-South axis between Dum Dum and Tollygunge over a length of 16.45 km, and the work on this project was sanctioned on June 1, 1972.

The foundation stone of the project was laid by Smt. Indira Gandhi, the then Prime Minister of India, on December 29, 1972, the construction work started in 1973-74.

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Since the commencement of construction, the project had to contend with several problems such as non-availability of sufficient funds till 1977-78, shifting of underground utilities, court injunctions, irregular supply of vital materials and others.

But overcoming innumerable hurdles and crossing all barriers of disbelief, Calcutta Metro, India’s first and Asia’s fifth, became a reality on October 24, 1984, with the commissioning of partial commercial service covering 3.40 km with five stations

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PROJECT OF THE MONTH between Esplanade and Netaji Bhavan. It was quickly followed by commuter services on another 2.15 km stretch in the north between Dum Dum and Belgachia on November 12, 1984. The commuter service was extended up to Maha Nayak Uttam Kumar on April 29, 1986, covering a further distance of 4.24 km, making the service available over an overall distance of 9.79 km and covering 11 stations. However, the services on the north section were suspended w.e.f. Oct, 92 as this isolated small section was not attractive to commuters. Finally, after a gap of over eight years, the 1.62 km Belgachia-Shyambazar section, along with Dum Dum -Belgachia stretch, was opened on August 13, 1994. Another 0.71 km stretch from Esplanade to Chandni Chowk was commissioned shortly after that, on October 2, 1994. The Shyambazar-Shovabazar-Girish Park (1.93 km) and Chandni Chowk-Central (0.60 km) sections were opened on February 19, 1995. Services on the entire stretch of Metro were introduced from September 27, 1995, by bridging the vital gap of 1.80 km in the middle. A dream thus came true.

Phase II, a length of 5.834 Kms from Maha Nayak Uttam Kumar to Kavi Nazrul station, was completed in Aug’ 2009. Further, it was extended up to Kavi Subhash, 2.851 kms in Oct 2010 for commercial operation. It was further extended, Dum Dum to Noapara, a length of 2.091 Kms, on July 10, 2013. The last leg was opened on February 23, 2021, for commercial operation from Noapara to Dakshineswar (4.139 Kms).

Major Milestone & Dates 1971 – Master plan prepared for construction of a Mass Rapid Transit System.

1972 –The mass rapid transit system project was sanctioned on June 1.

1972 – The foundation stone of the Kolkata Metro Railway was laid on December 29.

1984 – Metro Railway Kolkata, India’s first Metro, was commissioned on October 24. Commercial services started from Esplanade to Bhowanipur (Now Netaji Bhawan) for a distance of 3.4 Kms. 1995 – A total length of 16.45 Kms from Dum Dum to Tollygunge, having 17 stations, started functioning on September 27.

2009 – Part of the new section of 5.89 Kms from Mahanayak Uttam Kumar (Previously Tollygunge) to KaviNazrul commissioned on August 22.

2010 – The remaining stretch of the new section to the south (1.58 Kms from Kavi Nazrul to Kavi Subhash) was commissioned on October 7.

2010 – Metro Railway conferred the status of a Zonal Railway on December 29.

2013 – A new section from Dum Dum to Noapara (2.091 Kms) was commissioned on July 10.

2014 – Departure of the first train (Pilot cum Commercial) from both ends starts at 6:45 Hrs instead of 07:00 Hrs from Monday to Saturday from May 21.

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2019 – Sunday Services (Pilot cum Commercial) starts from 09:00 Hrs instead of 09:50 Hrs from July 7.

2020 – Phase – I of East-West Corridor between Salt Lake Sector V to Salt Lake Stadium inaugurated on February 13.

2021 – A new section from Noapara to Dakshineshwar (4.139 kms) was commissioned on February 22.

Farewell to the last Non - AC metro Rake of Kolkata. 24th October, 1984 - 24th October, 2021. 37 years!

Kolkata Metro – The 1st Metro System in India The initiative had to wait for two decades when in 1969, the Metropolitan Transport Project was initiated. The master plan prepared by them in 1971 envisaged a network of 97.50 km consisting of three North-South corridors, of which three were selected for detailed planning. These three lines were Dumdum – Tollygunge, Bidhannager – Ramrajatala and Dakshineswar – Thakurpukur. Based on traffic studies, the Dumdum – Tollygunge corridor was first selected for implementation, and work started on December 29, 1972. On October 24, 1984, the first stretch, about 3.4 km between Esplanade and Bhowanipur, was completed, the first metro line in India. Over the years, other stretches on the corridor were gradually completed, and some extensions were also made. This corridor was extended to New Garia in 2010. Today it carries about 5 lakh passengers a day.

Kolkata Metro East-West Corridor Kolkata Metro Line 2 or East-West Corridor is a rapid transit line of the Kolkata Metro in the Indian state of West Bengal.

It currently consists of an operational section between Salt Lake and Phoolbagan and will eventually connect Teghoria with Howrah by going underneath the Hooghly River. It would consist of 17 stations from Teghoria (Haldiram) in the east to Howrah Maidan in the west, of which 11 would be elevated, and 6 would be underground, with a total distance of 22 km. It is expected to derive a very high ridership since it will connect India’s two largest commuter railway and long-distance railway terminals (Howrah and Sealdah) along with two of its most prominent business districts (BBD Bagh and Salt Lake Sector V). In addition, line 2 has India’s first underwater metro

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PROJECT OF THE MONTH India's First Underwater Metro System

tunnel along with the deepest metro shaft. Union Railway Minister Piyush Goyal inaugurated the first phase between Salt Lake Sector V and Salt Lake Stadium on February 13 2020, and commercial services started from February 14 2020.

The master plan had already identified the corridor way back in 1971. But the success of the Delhi Metro contributed to the sanction of the East-West Metro corridor, which will connect Howrah Railway Station with the Satellite City of Salt Lake.

In January 2004, the Pacific Consultant International Group conducted a feasibility study for the Line. The report proposed the route and tubular structures be under the Hooghly River.

A new organization called the Kolkata Metro Rail Corporation Limited (KMRC) was formed, which executes the operations of this Line, commencing construction in 2009. Of KMRC’s eight directors, four each were from the state and central governments. The cost is being shared between the state government (30 per cent), the Union Urban Development Ministry (25 per cent), and the Japan Bank for International Cooperation (JBIC) (45 per cent). But as of 2011, after the state government dis-invested from the project, most of the share of this project went to Indian Railways and with Japan Bank for International Cooperation (JBIC). The project is estimated at 50 billion (US$660 million). The present cost, however, has escalated to 80 billion (equivalent to 84 billion or US$1.1 billion in 2020).

But due to significant setbacks, such as land acquisition, slum relocation, and route alignment problems. The EastWest Corridor was initially slated to be operational by 2012 but was later pushed back to 2015. As a result, the project will now be implemented in four phases. From Salt Lake Sector V to Salt Lake Stadium, the first phase became operational on February 13 2020. The second phase, to Phoolbagan, opened on October 4 2020, operational from October 5 2020. The third phase to Sealdah is slated to be operational by 2021, and the final phase, which includes the journey through the tubular tunnels under the Ganges, will be operational by 2022.

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Kolkata will soon boast of having the first under river metro tunnel in the country. Both the tunnels are ready for tracks to be laid. The wait is now reduced to a few months only.

The Kolkata metro is ready to take a plunge. For the first time in India, a metro train will run under a river. So the city of joy is heading for a trip under the Hooghly.

Kolkata underwater metro is 33 meters under the average level of the earth. It also means that it is the deepest and one of the most extensive underwater metro systems. One would experience a lifetime of not just travelling via an underwater river tunnel in an A.C Rack of the Metro but also ensure to land on one of the busiest platforms, which can handle around forty thousand passengers in one hour any given day.

The underwater stretch lies 30 m under the river and is part of the east-west metro project. The metro train would huddle down through a 520m tunnel at a speed of 80 kms per hour. It is the first time in the transportation sector in the entire country that a magnificent civil structure of this magnitude has been

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PROJECT OF THE MONTH built under a river. Despite cutting through a river, the tunnel is waterproof. With the help of a tunnel boring machine, this has been made possible in record time. All ventilation fans, maintaining humidity and temperature levels at top and bottom is being consistently tried.

Apart from this, the Kolkata metro achieves many accolades from becoming India’s first underwater tunnel constructed below the sprawling Howrah station heritage buildings with a first-ever such project. Soon Kolkata would be the first Indian city to have the perfect harmony between a legendary ride on a tram and jet setting on futuristic trains.

Summary The Kolkata Metro is a rapid transit system serving the city of Kolkata. As of February 2021, it has two operational lines, a 31.36 km line from Dakshineswar to Kavi Subhash and a 7.205 km line from Salt Lake Sector V to Phoolbagan, for a total of 38.565 km.

Four other lines are in various phases of construction. The system has a mix of underground, at-grade and elevated stations using both broad-gauge and standard-gauge tracks.

Trains operate between 05:45 AM and 9:55 PM, and the fares range from Rs.5 to Rs30.

The Kolkata Metro is the first planned and operational rapid transit system in India. It was initially planned in the 1920s, but construction started in the 1970s. The first underground stretch, from Bhawanipore (now Netaji Bhawan) to Esplanade, opened in 1984. Line 2, or the East-West Corridor, opened in 2020. It is India’s fifth-longest operational metro network after the Delhi Metro, Hyderabad Metro, Namma Metro and Chennai Metro.

Metro Railway, Kolkata and Kolkata Metro Rail corporations are the owners and operators of the system. On December 29 2010, Metro Railway, Kolkata, became the 17th zone of the Indian Railways, wholly owned and funded by the Ministry of Railways. It is the only Metro in the country to be controlled by Indian Railways. Around 300 daily train trips carry more than 700,000 passengers.

Current Status · Elevated Corridor: The elevated section for Phase 1 is complete, including the last trials. Commercial operations started on February 14, 2020. · Tunnel for Phase 2: The construction of the 5490-metre tunnel has been completed. ITD-ITD Cementation JV constructed this section. · Underground Stations for Phase 2: The works at Phoolbagan station are complete and operational. · Underground Stations for Phase 3: The Sealdah station is structurally complete. Interior work started. Should open by 2021 end.

Mahakaran and the new Esplanade are structurally complete. · Tunnel work for phase 4: Both tunnels for phase 4 is complete.

Tunnelling between Esplanade and Sealdah was completed on October 9, 2020, and between Sealdah and Bowbazar shaft was completed on May 15 2021. Retrieval of the TBMs and covering of the shaft is ongoing. · Train Depot: Construction, electrical and mechanical work have been completed, and it is presently operational.

The first phase of the Kolkata East-West Metro corridor connects the Sector V of Salt Lake, the IT hub of the city, with the Salt Lake Stadium in the area, covering a 5.3km long stretch. The commercial services have begun connecting six overground stations - Sector V, Karunamoyee, Central Park, City Centre, Bengal Chemical and Salt Lake Stadium stations.

For almost four decades, the sole corridor of Kolkata metro traversed through 24 stations, of which 15 are underground, covering a meagre distance of 27.3km from Noapara to Kavi Subhas.

The East-West corridor of the Kolkata Metro is India’s first-ever transportation project where metro trains will ply under the river — Hooghly. The Metro project, scheduled to be completed

by June 2021, had faced an unprecedented jolt last year when a tunnel-boring machine hit an aquifer in the Bowbazar area of the city, causing severe ground subsidence and damage to several buildings. The accident further delayed the completion of work by another year, with the authorities now eyeing a 2022 deadline.

Kolkata metro has five other ongoing railway projects, which have been allotted a budgetary grant of Rs 1,542 crore for fiscal 2020-21. In addition, the New Garia-NSCBI Airport link (Line-6), slated to be completed by June 2021 (new deadline July 2022), has been allotted Rs 328 crore, while the Noapara-Barasat Line has received a grant of Rs 200 crore.

Another 16.6-km Joka-BBD Bag route, connecting the southeastern suburbs of Behala with the city’s heart, has been granted Rs 99 crore, and the Barrackpore-Baranagar and Dakshineswar stretch, covering 14.5 km, allotted Rs 10 crore.

The City of Kolkata made its debut in 1690 as an amalgamation of three humble villages – Sutanuti, Gobindapur and Kalikata.

But it has since grown into a sprawling Metropolis and the principal centre for trade and commerce in Eastern India over the last three centuries, and it was also the Capital of the Country for a considerable period. During its long existence, this premier ‘City’, often described as the cultural citadel of India, has witnessed many upheavals –Cultural, Social and Political. It has also been faced with innumerable problems, of which the transport problem has been very acute. It has happened due to a continuous shift towards urbanization and the consequent increase in population – Resident and Migrant.

Metro Railway, Kolkata feels honoured and proud of itself for becoming the “Lifeline” in the field of the transport network of this superb ‘City’.

· Tunnel for Phase 3: Tunneling work for phase 3 is complete. · Underground Stations for Phase 4: Howrah Maidan, Howrah,

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METRO RAIL NEWS | NOVEMBER 2021

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FEATURED PROJECT

Kochi - Water Metro

A new transport experience taking shape Water Metro Introduction The development of water-borne transportation is one of the key priorities of government of India. The National Waterway Act enacted in March 2016 aims at regulating the development of 111 national waterways, out of which 106 have been proposed to be new national waterways. Currently, India is conducting only 3.5% of trade through water-borne transport, compared to 47% in China; 40% in Europe; 44% in Japan and Korea; and 35% in Bangladesh.

India still has much ground to make up to achieve efficient and sustainable city public transport systems. The public infrastructure will improve the mobility of people and will open the door to new economic opportunities for the country.

Investment in public transportation has a multiplier effect on the economy.

The Indian Sub-continent is blessed with an extensive network of inland waterways in the form of rivers, canals, backwaters and creeks. However, freight and passenger transportation by waterways is highly underutilised in the country compared to developed nations. The urban water-borne passenger traffic is also nearly negligible, although having immense scope for the

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same in the country.

Hence, with an objective to improve the urban water-borne passenger traffic, a relatively new concept of ‘Water Metro’ has been introduced in which water connectivity has been developed as a feeder service to the metro rail. Under the system advanced and sophisticated boats provide the same transportation experience as the metro and therefore are called ‘Water Metros’.

Recently, Kochi became the first Indian city to start such a transportation service. Executed by Kochi Metro Rail Limited (KMRL), the first Kochi water metro route (Vyatilla – Kakkanad) and terminals, Panamkutty bridge and Integrated Urban Regeneration and Water Transport System (IURWTS) became operational in the eye-soothing backwaters of financial, industrial and commercial capital of Kerala - Kochi.

About the Project Kochi Water Metro is an integrated ferry transport project in the Greater Kochi region proposed by Kochi Metro Rail Limited.

It serves as a feeder service to suburbs along with rivers where transport accessibility is limited. The project obtained the final environment clearance in Oct 2019, and its first phase was completed in 2021. On 15 February 2021, Kerala CM Pinarayi Vijayan inaugurated its first route between Vytilla and InfoPark constructed under Phase I of the project.

Two variants of modernised air-conditioned and Wi-Fi enabled catamaran passenger boats are proposed for the www.metrorailnews.in

The right connection The right Environment

Stainless Steel and Carbon Steel, Double Ferrule and Single ferrule Tube fittings

Proven Design Zero leak performance On site installation

ISO 9001, ISO 14001 and ISO 45001 Certified Company Type Approved supplier for Marine, ISO/TS 22163 (IRIS) Certified Company CIN : U85110KA1991PTC011924 Plot. No. 88, Machhe Industrial Estate, Machhe, Belagavi, 590 014 Karnataka, INDIA Phone: +91 831 241 2777, Email: sales@hyloc.co.in

FEATURED PROJECT The total cost of the Water Metro project is Rs. 820 crore (US$110 million). The KfW Development Bank will be providing EUR 85 million as long term soft loan and the Government of Kerala will be contributing Rs. 102 crore (US$14 million).

Kochi – An ideal Location for Water Metro

project. The boats with a capacity of 50 and 100 operate at an optimal speed of 8 knots, with the potential to increase up to 12 knots. The boats are equipped with the latest safety and communication devices. Small battery-operated boats ply on the narrow lanes. The headways vary between 10 minutes to 20 minutes across various routes. The jetties are proposed to have floating pontoons with automatic docking system technology.

The floating pontoons will be covered with retractable sheds to provide comfort during rainy season. Perhaps for the first time in the country, twenty-three transgender people are also employed in the services.

The Kerala backwaters are a network of brackish lagoons and lakes lying parallel to the Arabian Sea coast (known as the Malabar Coast) of Kerala state in southern India, as well as interconnected canals, rivers, and inlets, a labyrinthine system formed by more than 900 kilometers of waterways. Kochi is the largest city in the south Indian state of Kerala and the second largest along India’s western coastline, after Mumbai. In Kochi’s case, thanks to its location on the lower west coast of the Indian peninsula, it is less vulnerable to storm surges or cyclones compared to cities on the eastern coast of the country. The city sits within a complex estuarine esystem comprising Lake Vembanad and the many rivers flowing into the lake, including the Periyar and Muvattupuzha rivers.

As part of the infrastructure, Intelligent Navigation System and Operation Control Centre (OCC) are also proposed and will be integrated with the city’s intelligent transportation system. The Automatic Fare Collection system being implemented by the Kochi Metro will be extended to water transport system which facilitates travelling the metro train and the boat using the same ticket.

Apart from ferry service, the project also contemplates the development of the new and existing access roads to jetties and islands. Two boatyards are proposed at Thevara and Pizhala. The project also seeks to improve livelihoods in the areas along the backwaters and the islands in Kochi. Tourism is also proposed to be promoted as part of the project.

Phase I The phase 1 consists of 3 lines out of which the Vytilla-InfoPark was inaugurated on 15 February 2021. Vytilla-ThykoodamKumbalam will be inaugurated by 2021-22 Phase II The entire water transport project will be fully operationalised by 2022. In Phase II, it is proposed to operate 9 routes with a total of 16 routes and a fleet requirement of 78 boats.

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The first boat of Kochi Water Metro is being launched at Cochin Shipyard

Kochi is abundantly blessed with waterways with over 1,100 kms of waterways available. However, only 40kms out of these are considered navigable for motor boats since, according to the Inland Waterways Authority of India (IWAI) regulations a minimum depth of 2m is mandatory for their operations. The currently operational water transport system such as their routes, deployment of boats and its integration with the other existing modes of transport. State Water Transport Department (SWTD), operates the water transport in Kochi.

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FEATURED PROJECT Boat Terminals and Access Infrastructure

Waterways and Identified Routes

There are three types of boat terminals in the order of their size and capacity. Major. Intermediate and Minor Terminals.

Features of the Terminals Kochi Water Metro terminals are designed/ planned as a space for public gathering. Terminals are planned based on the Peak Hour Traffic (PHT).

Accordingly, terminals having 1000PHT falls under major, less than 300PHT falls under minor, terminals with 300-1000PHT were considered as intermediate terminals.

All boat terminals are divided into paid and non-paid area. Ticketing facility, Ticket vending machine, Station control etc. were in unpaid area.

Waiting area, Toilets etc are provided in paid area.

All terminals are facilitated with Automated fare collection and turnstile system for passenger counting.

Floating Pontoons

The project intends to use the inland waterways in and around Kochi. The major share of the waterways are -National Waterways (NW3) – 40%, Cochin Port Trust Waters – 33%, existing routes under irrigation – 20%, other inland waters -7%. The proposed Water Metro Project comprises of fifteen (15) identified routes connecting thirty eight (38) jetties across ten (10) island communities and 2 boatyards. The overall length of the line lengths of these 15 routes is 76.2 line kilo meters.

The water depth required (-2 to -2.50m CD) in channels and -1.50 mCD in approach and jetty pockets. Since major part of the channels are already in use, dredging in these are not significant whereas the approaches from the navigational channel to the terminal area constitute the main part of the dredging. The total dredging is estimated to be in the range of 0.65 million cubic meters.

There are 15 routes planned as part of this project. These are highlighted in the sketch shown below. The headways shall vary between 10 minutes to 20 minutes across various routes at peak hours. There will be Navigational buoys and night navigational assistance throughout the routes. Water weed and floating waste management is envisaged in this project.

Technical Specification & Details The various components involved in the Kochi Water Metro Project are: • Boat Terminals and Access Infrastructure • Boats • Boatyards • Dredging along the identified routes and terminals • Systems – Navigation, AFC, PIS, VCS, CCTV and Operation & Control Centre

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Floating jetties adopted to facilitate embarkation and disembarkation of physically challenged elderly commuters. Concrete pontoons proposed, Pontoons would be installed in the terminal waterfront where the water depths would be about -1.5 m CD to-2.5 m CD. Pontoons are connected to the terminal by means of a Aluminium gangway. The floating pontoons are provided to cater the tidal variation. Since the floating pontoons are designed with a freeboard of 0.8m in line with the freeboard of the boats, the same level will be maintained in case of tidal variations which in turn will facilitate the wheel chair movement.

Boats There are 78 eco-friendly boats for passenger service 23 of them are100 pax and the remaining 55 are meant for 50 passengers. In addition to these passenger boats, there are four numbers of Rescue cum Workshop vessels for supporting the main fleet in case of emergency and for maintenance.

Twin-screw Catamaran hull is chosen for a better stability, safety and to cater the draft restrictions and low wake properties. The objective of the boat design was to develop a boat meeting the following requirements.

1. Low Draft: The estuarine condition creates a challenge for restricted depth which decreases to less than 1meters in certain stretches. The silty mud which exists in the channels poses a challenge in terms of dredging. Consider the above it was decided to achieve a draft of 0.9 meters.

2. Low Wake: The backwaters in Kochi are densely inhabited by fisherman communities and traders. The waterways are used extensively for fish farming and fishing. Hence it was necessary that the boats have low wake characteristics to subdue the wake and wash effects.

3.Low Energy and Environmental Friendly: It was declared

METRO RAIL NEWS | NOVEMBER 2021

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FEATURED PROJECT that boat would be environment friendly by the state Government and KFW. In order to achieve the objective it was decided that the boat would be electrically propelled and will have no outward discharge.

The objective of the concept design led to the conclusion to adopt an Aluminum Catamaran hull twin screw electrically propelled vessel, which will operate at a draft of 0.9 meters.

The vessel would be designed to achieve a speed of 8 to 11 knots in different speed regimes.

The Water Metro exercised the option of using batteries to store energy and drive the vessel up to 8 knots with this power. This speed regime will generally serve all practical requirements of the vessel. However, the greater challenge was to identify suitable battery chemistry and charging regime for the batteries. The following battery characteristics were analyzed and The Lithium Titanate Oxide (LTO) technology was zeroed in: • Lithium – ion

Aluminum Hull

• NMC

Shipbuilding Aluminum Alloy plates and extrusions are costlier but can reduce the overall weight of the hull when compared to carbon steel alloys further more aluminum alloys have excellent corrosion resistance and is comparable to the minimum yield strength requirement of mild steel or normal strength steels. The improvement in fabrication technology for aluminum has enabled shipyards to effectively undertake fabrication and production of Aluminum hulls even though it would account to a nominal increase in the overall cost of the vessel. However the Aluminum hull was favored by KMRL considering the lower cost of maintenance also. Moreover, the less weight of the boat will give less resistance and hence the less power requirements. The cost and weight of battery isa serious concern and the reduction in weight will yield a lesser power requirement and hence the battery size.

The primary aim for the battery selection was to yield a better lifetime with maximum number of cycles and fast charging.

The project has multiple number of fast charging stations capable of charging the batteries in less than 15 minutes.

Carbon Emission Boats planned for Kochi Water Metro Project are electrically propelled. A detailed model shift for the project has been carried out. Considering the model shift, the reduction in carbon foot print is estimated. In addition to reach this reduction in other pollution were also calculated in way of decongestion on the roads reducing the number of line buses, own vehicles like cars and motor bikes etc. on the roads and the impact is worked out as shown below:

Catamaran Hull Catamaran hull designs are more stable when compared to mono-hulls of the same capacity. Catamaran can also be designed to achieve lower draft and lower wake characteristics.

The demi-hulls will be designed with better flow characteristics.

The distance between the demi-hulls will be adjusted in such way that these will generate minimum waves or rather the effective wave height will be less. Thus the wave making resistance is made to a minimum to again take advantage on the power requirements. A proper model testing will be carried out to ascertain the actual power requirements.

Electrical Propulsion Electrical propulsion or the use of the electrical motors to drive the screws of a boat eliminates the following requirements: 1. Connection of the engine to the propeller.

2. Alignment of the engine and the propeller.

In addition, it also provides the builder with other options or added features like: 1. Incorporation of a battery to store power.

2. Acoustic decoupling of hull and engine to reduce noise pollution.

3. Avoidance of the diesel driven internal combustion engine as the prime mover.

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Other Key Information Financing of this project is being done by the Indo-German Bilateral Cooperation, under the ‘climate-friendly urban mobility’ plan. KfW shall provide a financial assistance of approximately Rs. 597 crore and the Kerala government Rs. 102 crore. The major part of the project is procurement of modernised boats. Two variants of air-conditioned and WiFi enabled catamaran passenger ferries, with passenger capacity of 50 and 100 respectively, shall be introduced in this transport system. The boats shall operate at an optimal speed of eight knots, with the potential to increase up to 12 knots, once the dedicated water transit corridor is established.

Apart from the development of the ferry service, the project proposes development of the existing and new access roads providing increased accessibility to the jetties and enhanced mobility within the islands, infrastructure for ensuring safety and security to all its users by way of active and well-lit streets and CCTV cameras.

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FEATURED PROJECT Use of small-occupancy feeder modes such as mini midi feeder buses and electric rickshaws to access the jetties and other non-motorized transport infrastructure besides public bike sharing schemes will be part of the project.

The major jetties or main boat hubs will be developed with WiFi- enabled social recreational opportunities around the Jetty locations.

With the announcement that the proposed semi high-speed rail will have a station at Kakkanad-Infopark, Kochi Metro Rail Ltd will extend the water metro services to connect the same with the speed train’s terminus. In a statement issued here on Tuesday, KMRL authorities said the water metro will be extended to the SilverLine terminus and a jetty will come up near the proposed station as an integrated hub. Presently, KMRL has completed the terminals at Vyttila and Kakkanad (Chittethukara) and is getting ready for operation. With highspeed boats, it will take only 20 minutes from Vyttila Hub to Kakkanad.

looks into developing the existing and new roads providing increased access to the jetties and also within the islands, ensuring safety and security to all its users by way of active and well-lit streets, promoting use of small occupancy feeder modes to access the jetties, promoting property development around the jetties and place making.

The Kochi Water Metro project has a total value of 819 crores and major part of which is financed under Indo-German Financial Cooperation with a long-term loan agreement of 85 million Euros(Indian Rupees 579 Crore) with German funding agency, KfW (Kreditanstault fur Weideraufbou) , for the development of an integrated water transport system for the city of Kochi.

Kochi, often referred as the commercial capital of Kerala, is one of the most densely populated district in the state of Kerala. Inland water transport was once the primary means of freight and passenger transport on the Vembanadu lake.

The system has been declining over the last few decades and has seen minimal investment and technology upgrade. Water transport is inherently more energy efficient than either rail

Vyttila is the first transport hub in India where the metro, water metro and bus terminals meet. This will be connected to the SilverLine Kakkanad station as well, which will make it the first hub where the rail, water metro and metro meet. The water metro will form the easiest connection mode to the city centre at Vyttila without any traffic congestion. From the Infopark station, SilverLine trains will take only 10 minutes to Nedumbassery airport.

The construction of 100-pax boats for the Rs 747-crore water metro project is progressing at Cochin Shipyard. The state-of-the-art batteryoperated boats are the first of their kind in the world. The boats are very efficient and the design model was tested in the Maritime Research Institute, Netherlands, before the pandemic started. The propulsion system is by Siemens, which uses the advanced LTO batteries that can be charged in less than 15 minutes.

The water metro got its environmental clearance in October 2019 which was obtained in record time for any such widescale project in India after a full-season study. The project is spread across 38 terminals on 10 different islands.KMRL started the construction of water metro terminals immediately after obtaining the environmental clearance. The first two terminals were poised to be completed in 15 months at Vyttila and Kakkanad, and the work was picking up when the pandemic hit. Despite the prolonged lockdown, the terminals were completed and ready for operation. Construction of 16 terminals including the major terminal at the High Court has now resumed as restrictions have been eased.

Summary The water transport system envisaged for Kochi focuses not only on the ferry services as the mode of public transportation but also envisions a holistic development of the areas being connected by waterways as well as integrating the waterway system as a part of the entire public transport system of the city. Apart from the ferry service development, the project also www.metrorailnews.in

or road transport. The project is expected to reduce pollution and traffic congestions in the city and also ease access to business areas on the mainland for urban households situated alongthe Kochi lakeshore. The Kochi water metro project envisages the development of 15 identified routes, connecting 10 islands along a network of routes that span 78 km with a fleet of 78fast, electrically propelled hybrid ferries plying to 38 jetties. More than 1,00,000 islanders are expected to benefit from the Water Metro. It is envisaged to be a socially inclusive transport system than being just a transport service with focus on improved livelihoods through commercial property development and tourism-based initiatives. The Kochi Water Metro Project intends to introduce modern, energy efficient, environment friendly and safe boats with low wake and draft characteristics at a high frequency to increase ridership.

Needless to say that the pilot transport system in blue, backwaters of Queen of Arabian Sea – Kochi would certainly help in promoting urban water-borne passenger traffic through its newly launched system of Water Metros in other parts of the country.

••• METRO RAIL NEWS | NOVEMBER 2021

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MEDIA RELEASE

Protecon BTG Celebrates its 9th Foundation Day

N

ew Delhi: Protecon BTG Pvt. Ltd. celebrated its 9th anniversary on 25th September 2021 in the presence of the CEO, President, Directors, Board of Directors, Staff Members and other teammates at their Head Office.

Protecon’s vision and mission is to become the most trusted Project Management Consulting Services company globally by adding maximum and measurable value to every project.

Therefore, we undertake and give sincere attentiveness to the relationship we forge with each of our clients. These shall be On this occasion, the employees were made aware of the consistently and consciously ingrained into our work habits.

Protecon’s successful journey since 2013 and the efforts made in developing innovative ideas to meet the customer’s present About Protecon BTG and future requirements. With all these, Protecon inaugurated its Corporate Head Office at Images Tower, First Floor, B-27, Sec Protecon BTG provides Expert Services to help organizations 132, Noida 201304. and their people in managing their projects successfully and meet their desired business objectives. Protecon BTG Mr. Pankaj Rastogi, CEO, Protecon BTG Pvt. Ltd. words on the also provides End-to-End Construction Claims and Disputes opening ceremony “We are incredibly delighted to announce Resolution Services to help organizations achieve Successful the eight glorious years in the industry. The celebration marks Project Closure. Moreover, Protecon BTG has been instrumental Protecon BTG Pvt. Ltd.’s success, growing popularity, milestones in setting up these systems at India’s First Bullet Train Project and memories that have been created in the last couple of MAHSR and is currently in active discussions with other years”. stakeholders of infrastructure industry for providing MIP services and for implementation of the SMART-PMS, an Mr. Rastogi further said that the expertise and passion of Integrated Project Management Information System by bring all Protecon BTG are different from others in the business. Our stakeholders on a Single platform & Showing Performance endeavour to bring the best international practices at an metrics of all Project Management processes through Single affordable price is something unmatched in the market. We mouse click. constantly strive to implement the strategies, systems and work processes to deliver the projects with maximum safety and ••• maintain the desired quality. It is achieved within an optimum schedule and with minimum cost. We have a highly experienced team of experts who have worked internationally in various industries across the world.

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METRO RAIL NEWS | NOVEMBER 2021

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ARTICLE

1 Billion Vaccinations and how it Impact Metro Ridership?

O

n 2 Nov 2021, Prime Minister Narendra Modi congratulated the nation on achieving the mark of 1 billion vaccinations.

Various metro corporations of different states shared this fantastic feat through social media. Delhi Metro Rail Corporation (DMRC) found an innovative way by displaying the messages on the panels of the metro trains and stations. An official stated that this achievement could begin a paradigm shift in terms of ridership.

The ridership in some metro corporations was at an all-time high in the Pre COVID times, while some of the metro corporations were trying to achieve better numbers. The pandemic changed the dimension of the ridership completely.

With 1 billion vaccinations achieved, the confidence of commuters to travel in the metro will increase. With the passage of time, the ease in travel restrictions will also be a contributing factor for the ridership.

One of the significant factors that led to 1 billion vaccinations in India is the various free vaccination drives conducted by metro corporations not just for their staff but for the ordinary citizen as well. One of the sources from DMRC said that they are conducting random testing for the commuters in the metro premises too. “Some commuters do complain about inconvenience while travelling via metro but restrictions are necessary. We are full equipped and prepared to tackle the third wave.”

a humble manner to this drive by leading vaccination drives for our employees, partners, and stakeholders. We are happy to state that all our staff working at the metro stations in service of passengers are fully vaccinated.

Apart from the vaccination, we have also been raising awareness among the passengers to get vaccinated by engaging with them, making announcements on the train and through our social media platforms. During the toughest times of pandemics, L&T has supported the Telangana State government in its drive to fight the pandemic by donating the much-needed COVID kits in large numbers and oxygen plants for the government hospitals.

The success of the vaccination drive is also reflected in the surge of passenger ridership at Hyderabad Metro Rail. We are now witnessing over 3 lac passenger journeys in a day, which is indeed heartening that this mode of urban transportation in Hyderabad is slowly limping back to normalcy. To ensure that the confidence of passengers “October 21, 2021, is indeed a golden-letter day for our remains intact, our metro rail services are fully compliant country when we crossed the facilitation of 1 billion mark with all COVID-19 safety protocols as per governmental COVID-19 Vaccine doses among Indian citizens. guidelines and we are ensuring that passengers follow those safety norms while using the metro rail services for This milestone is an incredible achievement given the the safety of everyone. vastness, diversity, and large population of the country.

This achievement owes to the Indian Government, which While vaccination drive is going on full steam, there is still has been working towards this vaccination drive with a a long way to go; and my message to everyone is that high grade of determination and perseverance from day even after vaccination, we must not let our guards down one when vaccines got available for the rollout some 9 and continue to follow all COVID safety protocols for our months ago. and everyone’s safety.” said Mr. KVB Reddy, MD & CEO, The attentiveness from the staff of the metro corporations is satisfying. There have been a few campaigns from some metro corporations in order to spread awareness about the pandemic.

We at Hyderabad Metro Rail have been contributing in

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L&T Metro Rail (Hyderabad) Limited.

••• METRO RAIL NEWS | NOVEMBER 2021

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ARTICLE

Protecon BTG Pvt. Ltd. Celebrates its 9th Foundation Day

P

rotecon BTG Pvt. Ltd. celebrated its 9th anniversary on 25th September 2021 in the presence of the CEO, President, Directors, Board of Directors, Staff Members and other teammates at their Head Office.

On this occasion, the employees were made aware of the Protecon’s successful journey since 2013 and the efforts made in developing innovative ideas to meet the customer’s present and future requirements. With all these, Protecon inaugurated its Corporate Head Office at Images Tower, First Floor, B-27, Sec 132, Noida 201304.

challenging project has certainly been the ongoing Bullet Train Project between Mumbai and Ahmedabad. There have been many unique challenges in this project & the biggest challenge was to understand Japanese Shinkansen Technology & the constructability of project under Indian Environment.

We have been engaged in this project from an early stage and have managed and overcome all these challenges by going to the basics of Project Management, i.e., breaking down the project to tiny details and developing a robust work breakdown structure. Once that was achieved, detailed study of work quantum was conducted, and a very detailed constructability plan was developed. It helped us to develop an integrated Master Implementation Program (MIP) for the project and a detailed system for effective project monitoring which has been accepted by Japanese & Indian Government.

Mr. Pankaj Rastogi, CEO, Protecon BTG Pvt. Ltd. words on the opening ceremony “We are incredibly delighted to announce the eight glorious years in the industry. The celebration marks Protecon BTG Pvt. Ltd.’s success, growing popularity, milestones and memories that have been created in the last couple of years”.

On 25th September 2013 Protecon BTG Pvt. Ltd began its journey with a motto of “Bridging the Gap”. Over the years Mr. Rastogi further said that the expertise and passion of the organization has achieved sustainable and organic growth.

Protecon BTG are different from others in the business. Our Today, they feel proud to be acknowledged and trusted for the endeavour to bring the best international practices at an quality of their services and professional capabilities. Protecton affordable price is something unmatched in the market. We BTG has been instrumental in setting up these systems at constantly strive to implement the strategies, systems and work India’s First Bullet Train Project MAHSR and is currently in processes to deliver the projects with maximum safety and active discussions with other stakeholders of infrastructure maintain the desired quality. It is achieved within an optimum industry for providing effective Project controls services and schedule and with minimum cost. We have a highly experienced for implementation of the SMART-PMS, an Integrated Project team of experts who have worked internationally in various Management Information System by bring all stakeholders on industries across the world. a Single platform & Showing Performance metrics of all Project Management processes through Single mouse click.

The most challenging project of Protecon BTG was also unveiled on this occasion by Mr. Manish Khilauria, President ••• (Operations). He said, “Every project, whether big or small, has its own nuisances and its own set of challenges”. By far, the most

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ARTICLE

Chennai Metro Phase-II

New Jewel in the crown of Greater Chennai – Chennai Metro

C

hennai Metro Rail is the new crown jewel of the greater Chennai’s rich tradition and grandeur. CMRL’s (Chennai Metro Rail Corporation Limited) Phase 1 project covering two corridors for 45 kilometers with 32 metro stations has been completed. It is in operation considering the demand for a fast, safe, efficient, and sustainable public transport system.

CMRL’s Phase 2 project is being planned for 118.9 kilometers at one stretch. It is a first of its kind in metro rail projects in India at an estimated cost at INR 61843 crores supported by the Government of India, Government of Tamil Nadu, JAIKA, ADP, AIP, and NDB. The Foundation stone was laid on 21 November 2020.

Corridor – 3 is a north-south corridor from Madhavaram to Sub court with 50 metro stations comprising 20 elevated and 30 underground stations connecting the prime locations of Chennai City.

Corridor – 4 is the East-West Corridor from Lighthouse to Punimally Bypass with 30 metro stations comprising of 18 elevated and 12 underground stations.

Corridor – 5 with 42 elevated and 6 underground stations

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orbitally integrate the other Chennai Metro corridors from Madhyavaram to Sholinganallur to provide seamless connectivity. With the completion of these three corridors by 2026, Chennai will have 173 kilometers of metro stretch carrying 25 lakh passengers per day, accounting for 25 per cent of public transport trips to transform into a world-class destination for investments and economic activities as part of multimodal integration.

The proposed Phase II network is to be integrated with other public transport modes – Suburban Rail, MRTS, City Bus Service etc., at 21 different locations to ensure hassle-free and seamless connectivity.

Improving ease of living for people, the government’s key goal, be ready for an echo enchanting, tranquil travel.

Phase 2 Information The Tamil Nadu government-approved Chennai Metro Phase 2 project with three new lines totalling 118.9 km in 2019 at an estimated cost of Rs. 69,180 crores. Since then, the cost has been revised down to Rs 61,843 crore by reducing station sizes.

The Central Government’s approval is currently pending.

Phase 2’s Detailed Project Report (DPR) was prepared by RITES and finalized in December 2018. Out of 118.9 km, 52.01 km of Line-3’s section between Madhavaram – Sholinganallur and Line-5’s section between Madhavaram – CMBT will be built on priority and partially funded by the Japan International

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ARTICLE Line-3 (Purple Line): Madhavaram – SIPCOT 2 • Length: 45.813 km (19.09 km elevated & 26.72 km underground) • Depot: Madhavaram & SIPCOT • Number of Stations: 49 (20 elevated & 29 underground) • Station Names: Madhavaram Milk Colony, Thapalpetti, Murari Hospital, Moolakadai, Sembiyam, Permabur Market, Perambur Metro, Ayanavaram Otteri, Pattalam, Perambur Barracks Road, Doveton Junction (cancelled), Purasawalkam High Road, Kellys, KMC, Chetpet Metro, Sterling Road Junction, Nungambakkam, Gemini, Thousand Lights, Royapettah Govt Hospital, Radhakrishnan Salai Jn, Thirumayilai Metro (interchange with Line-4), Mandaiveli, Greenways Road Metro, Adyar Jn, Adyar Depot, Indira Nagar, Thiruvanmiyur Metro, Taramani Road Junction, Nehru Nagar, Kandanchavadi, Perungudi, Thoraipakkam, Mettukuppam, PTC Colony, Okkiyampet, Karapakkam, Okkiyam Thoraipakkam, Sholinganallur (interchange with Line-5), Sholinganallur Lake, Ponniamman Temple, Sathyabama University, St Joseph College, Semmancheri, Gandhi Nagar, Navallur, Siruseri, SIPCOT 1 and SIPCOT 2 Line-4 (Orange Line): Light House – Poonamallee Bus Depot • Length: 26.09 km (16.02 km elevated & 10.07 km underground) • Depot: Poonamallee • Number of Stations: 28 (18 elevated & 10 underground) • Station Names: Light House, Kutchery Road, Thirumayilai Metro, Alwarpet, Bharathidasan Road, Adyar Gate Junction, Nandanam, Panagal Park, Kodambakkam Sub Urban, Meenakshi College, Power House, Vadapalani, Saligramam, Avichi School, Alwarthirunagar, Valasaravakkam, Karambakkam, Alapakkam, Porur Junction, Chennai Bypass Crossing, Ramachandra Hospital, Iyyapanthangal Bus Depot, Kattupakkam, Kumananchavadi, Karayanchavadi, Mullai Thottam, Poonamalle bus terminus, Poonamallee Bypass, Poonamallee Bus Depot

Cooperation Agency (JICA) through an ODA loan.

Tendering for this mostly underground phase began in January 2020. Phase 2 is expected to open to the public in phases from 2025 onwards. After phase 2 is built and completed in 2028 (estimated), Chennai’s metro network will become roughly 173 km long.

CMRL’s Phase 2 Deadline: 2025 Phase 2 Routes This phase involves the construction of 3 new lines on standard gauge tracks, with smaller stations than those built-in Phase 1.

Official alignment and line colours are yet to be announced/ revealed for these three new lines.

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• Note – this line’s alignment was approved to be modified in mid-2017 and will now connect up to Poonamallee via Vadapalani and Porur. Stations planned at Foreshore Road and Natesan Park have been dropped.

• Estimated Project Cost: $2174.53 million • Financing Plan: AIIB: $356.65 million (16%), Unassigned CoFinancer: $1,165.52 million (53.6%), Govt. of TN: $652.36 million (30.4%) Line-5 (Red Line): Madhavaram – Sholinganallur • Length: 47.0 km (41.17 km elevated & 5.83 km underground) • Depot: Madhavaram

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ARTICLE • Number of Stations: 48 (41 elevated, 1 at-grade & 6 underground)

(Madhavaram to Perambur) Tata Projects is lowest bidder.

• Station Names: Madhavaram Milk Colony (interchange with Line-3), Venugopal Nagar, Assissi Nagar, Manjambakkam, Velmurugan Nagar, MMBT, Shastri Nagar, Reteeri Junction, Kolathur Junction, Srinivasa Nagar, Villivakkam Metro, Villivakka, Bus Terminus, Nadhamuni, Anna Nagar Depot, Thirumangalam, Kendriya Vidyalaya, Grain Market, Sai Nagar Bus Stop, Elango Nagar Bus Stop, Alwartiru Nagar, Valasaravakkam, Karabakkam, Alapakkam, Porur Junction, Mugalivakkam, DLF IT SEZ, Sathya Nagar, CTC, Butt Road, Alandur (interchange with Line1 and Line-2), St Thomas Mount (interchange with Line-2), Adambakkam, Vanuvampet, Puzhuthivakkam, Madipakkam, Kilkattalai, Echangadu, Kovilabakkam, Vellakkal, Medavakkam Koot Road, Kamraj Garden Street, Medavakkam Junction, Perumbakkam, Global Hospital, Elcot, Sholinganallur

Line-3: Package UG-02 – 4 stations and 2 partial stations (Ayanavaram to Kellys) DRA Infracon is the lowest bidder Line-3: Package UG-03 – 5 stations and 2 partial stations (KMC to Royapettah) L&T is lowest bidder Line-3: Package UG-04 – 4 stations and one partial station (Radhakrishnan to Adyar Junction) L&T is lowest bidder Line-3: Package UG-05 – 3 stations and 1 partial station (Adyar Depot – Taramani Link Road Ramp) L&T is lowest bidder

• Estimated Project Cost: $708.64 million • Financing Plan: AIIB: USD 438.75 million (62%), ADB: USD 114.1 million (16%), Govt. of TN: USD 155.88 million (22%) Phase-II Contracting Details Contract Contractor Line-3: Detailed Design Consultant (DDC) CEG – AECOM JV Line-4: Detailed Design Consultant (DDC) LEED SMEC (underground section) and AECOM (elevated section) Line-5: Detailed Design Consultant (DDC) SYSTRA Line-3 and Line-5’s General Consultant (GC) Nippon Koei India Pvt. Ltd. – Aarvee Associates Architects Engineers & Consultants Pvt. Ltd. – Balaji Railroad Systems Pvt. Ltd JV Line-4’s General Consultant (GC) AECOM India – Oriental Consultants Global – Nippon Koei JV Package ARE03: Line-4’s Rolling Stock (78 coaches) Alstom, BEML & Titgarh have bid Package ARE02: Line-3 and Line-5’s Rolling Stock (210 coaches) Bids Invited July 2021 Line-3: Package TU01 – 9 km tunnels from Venugopal Nagar Shaft to Kelly’s Station and partial works at 4 stations Tata Projects Ltd. (TPL) Line-3: Package TU02 – 12 km twin tunnels from Kellys Station to Taramani Road Junction and partial works at 4 stations Larsen & Toubro Line-3: Package UG-01 – 5 stations and 2 partial stations

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Line-3: Package ECV-01 –10.13 km elevated section with 9 stations from Sholinganallur Lake to SIPCOT 2 3 bids received Line-3: Package CP08-EV-01 –10 km elevated section with 10 stations between Taramani Link Road Ramp near Nehru Nagar and Sholinganallur 3 bids were received from Larsen & Toubro, KEC International and JMC Projects Line-4 & 5: Package C4-ECV-01 – 7.955 km elevated section with nine stations from Power House to Porur Junction Larsen & Toubro Line-4: Package C4-ECV-02 – 7.945 km elevated section with 9 stations from Porur Junction to Poonamalle Bypass HCC – KEC JV Line-5: Package C5-ECV-03 – 11.61 km elevated section with 11 stations from Puzhuthivakkam to Sholinganallur HCC-KEC JV is lowest bidder Line-5: Package UG-6 – twin tunnels, ramps and 5 stations (Kolathur to Nathamuni) L&T is the only bidder Line-5: Package C5-ECV-02 – 12.431 km elevated section from CMBT Puzhuthivakkam with 12 stations L&T is lowest bidder Line-5: Package CP10-EV-03 – 10.2 km viaduct, 11 elevated stations and 1 underground station between CMBT and Venugopal Nagar L&T is lowest bidder Line-4: Package C4-UG-01 – 5.15 km underground section with 5 stations from Bharathidasan Road to Light House 5 Bids Received in August Line-4: Package C4-UG-02 – 4.877 km underground section with 5 stations from Power House Ramp to Boat Club 5 Bids Received in August

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ARTICLE Line-4: Construction of Poonamallee Depot Altis – VCL JV (5 received in July 2021) Lines 3 & 5: Construction of Madhavaram Depot 6 bids were received in July Summary

Chennai had an established Chennai Suburban Railway network that spanned from Beach to Tambaram, which dated back to 1931 and operated on a metre-gauge line.

This service is now being continued after conversion to broad gauge line up to Chengalpattu. The suburban network also consists of two more suburban lines, the westbound Chennai Central–Arakkonam suburban service and the northbound Chennai Central–Gummidipoondi. In addition, the first phase of the Chennai Mass Rapid Transit System, India’s first elevated line between Chennai Beach and Thirumayilai, opened in 1995 with an extension to Velachery in 2007. Modelled after the Delhi Metro, a similar modern metro rail system was planned for Chennai by Delhi Metro chief E Sreedharan.

The Chennai Metro is a rapid transit system serving the city of Chennai, Tamil Nadu, India. It is the fourth-longest metro system in India after Delhi Metro, Hyderabad metro and Namma Metro. The system commenced service in 2015 after partially opening the first phase of the project. The network consists of two colour-coded lines covering a length of 54.15 kilometres. The Chennai Metro Rail Limited (CMRL), a joint venture between India and the Government of Tamil Nadu, built and operates the Chennai Metro. The system has a mix

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of underground and elevated stations and uses a standard gauge. The services operate daily between 4:30 and 23:00 with a varying frequency of 5 to 14 minutes.

The system has also planned to take over the existing Chennai Mass Rapid Transit System by 2022, which would be upgraded to operate using the rolling stock of the Chennai Metro. In

addition, the International Association of Public Transport recognized CMRL in 2011.

Construction of the first stretch began in June 2009, between Koyambedu to Alandur over 10 kilometres and began operation on 29 June 2015. As of February 2021, Chennai Central to St. Thomas Mount on the Greenline and Wimco Nagar to Chennai International Airport on Blueline are commercially operational, bringing the total operational network to 54.15 km it the thirdlargest operating metro system in India.

Other Key Information Thirty-two stations have been constructed along the two lines of Phase 1 with 20 underground stations. Phase 1 extension has a total of 8 stations with 2 underground stations. A walkway runs along the length with cross passages every 250 metres (820 ft) for maintenance and emergency evacuation in the underground sections. The underground stations have an average width of 220 metres (720 ft) to 390 metres (1,280 ft) and go up to 50 feet (15 m) deep from the ground level.

However, the length of the stations, both underground and elevated, in Phase 1 extension is only 180 metres (590 ft) to save space. The elevated stations have three levels: street, concourse

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ARTICLE and platform, with the concourse level at an average height of 5.65 metres (18.5 ft) and platforms for boarding at 12.6 metres (41 ft) above the street level. Underground stations have two levels and are air-conditioned. The metro stations are disabled and elderly-friendly, with an automatic fare collection system, announcement system, electronic display boards, escalators and lifts. The stations are equipped with non-slippery flooring with grip-rails, audio announcements and Braille facilities to help visually challenged passengers. Paid parking facilities are available for two-wheelers at all but three stations and in select stations for four-wheelers. Parking charges can be paid for through the stored value cards.

For Phase I, Alstom was awarded the contract to supply 168 coaches to Chennai Metro at the cost of Rs. 1,470 crore (US$200 million) in 2010. Alstom supplied 42 train sets (metropolis model) composed of four coaches, each with each car measuring 22.5 metres (74 ft) in length and can accommodate 319 passengers.

The trains have a first-class compartment and a women’s section with 14 seats in the first-class car and 44 seats in the average car. The first nine trains were imported from Brazil, and the remaining were manufactured at a new facility set up at Sri City, Tada, about 75 kilometres from Chennai. As a part of phase 1 extension, Alstom further supplied ten trains with 4 coaches, each making 52 coaches operating in phase 1 and its extension. The trains are air-conditioned with electrically operated automatic sliding doors and a regenerative braking system. The cars operate on 25 KV AC through an overhead catenary system with a maximum speed of 80 kilometres per hour (50 mph).

The trains are connected to the grid via overhead electric cables and are equipped with regenerative braking to recover 30–35% of the energy during braking. The metro will require an average of 70 MW of power daily, and Tamil Nadu Electricity Board will supply the electricity. Chennai Metro is also planning to use solar power for five of its stations on the elevated corridor, with a production capacity of 200 KW. Connections

M.G.R Bus Terminus · Tamil Nadu State Transport Corporation: Puratchi Thalaivar Dr. M.G.R CMBT Bus Terminus, Vadapalani and Guindy Criticisms Chennai Metro is the second most expensive ticket cost per kilometer in the country after Mumbai. The fares were slashed by up to Rs. 20 by the then Chief Minister Edappadi K. Palaniswami in February 2021, with the maximum fare capped at Rs.50. In 2019, the Madras High Court questioned the state government on the scientific method in constructing the tunnels without disturbing the water bodies in the city.

Future Projects List of projects that the CMRL holds for future development includes Chennai Metro phase 2, Chennai Metrolite, Chennai Metro phase 1 southern extension, construction of Central Square, various commercial complexes and multi-storied buildings along with CMRL’s land, construction of metro depots, Coimbatore metro and subsequently Chennai Metro phase 3 as envisaged in the Chennai Comprehensive Mobility Plan, and so forth.

National Project Excellence Award Chennai Metro Mail Limited (CMRL) was awarded the “National Project Excellence Award” on 20 August 2019. This award was conferred by the Project Management Associates (PMA) India and presented by Amitabh Kant, NITI Aayog. The award was for the successful completion and commencement of passenger services for the entire Phase-1 project in a highly challenging condition, using cutting-edge engineering practices while keeping public safety as a priority.

•••

The metro system will provide connections with various other transportation modes in the city. · Chennai Suburban Railway: Wimco Nagar, Washermanpet, Chennai Fort, Chennai Park, M.G.R Chennai Central, Chennai Egmore, Guindy, Meenambakkam, Tirusulam and St Thomas Mount · Chennai MRTS: Chennai Fort, Park Town, Chintadripet and St Thomas Mount · Chennai Metropolitan Transport Corporation: Broadway, M.G.R Chennai Central, Chennai Egmore, Tollgate, Thiruvottriyur, Anna Nagar, Puratchi Thalaivar Dr. M.G.R Bus Terminus, Vadapalani, Ashok Nagar, DMS, Saidapet, Guindy and St Thomas Mount · Southern Railway: M.G.R Chennai Central and Egmore · Chennai International Airport · State Express Transport Corporation: Puratchi Thalaivar Dr.

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ARTICLE

Intelligent Transport Technologies for Metro & Railway

Image Source: Thales Introduction – Intelligent Transport Technology or System

With the advent and ease of technology, many components form the base of an Intelligent Transport System embedded A smart or intelligent transportation system is nothing but with IoT, Big Data, AI (Artificial Intelligence) etc. An Intelligent the existing transportation system integrating the Internet of Transport System in modern times for metros and railways is Things (IoT). An IoT is the network of physical devices or devices seen to incorporate the following: like things that are embedded with some sensors, actuators, software and other technologies. The main motive of these devices or things is to exchange data with themselves over the internet.

The Internet of Things (IoT) is a term widely used to discuss emerging technological trends in modern times.

Definitions vary, but common characteristics include: • Intelligent devices with unique identification codes • Communicating with multiple devices • Devices include electronics, software, sensors, and potentially actuators • Operation within the (Internet-) network infrastructure • Real-time analytics

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ARTICLE Integrated Electronic Ticketing and Online Reservations# for the complete rail infrastructure life cycle. The aim is to realize Online Electronic Ticket Issuing Machine the best value for money. These optimizations shall address all infrastructure activities (building, maintenance and renewal, # Online Reservation System (ORS) at booking windows and including machines and materials) over the whole life cycle, as through the internet well as the consequences of these activities for the government as owner and for the train operators and passengers as users. # ORS through secure payment gateway & mobile application The advantages stated above can be detailed as under: • Management Information System (MIS) The MIS solution provides realtime data needed to manage the transport operations efficiently and effectively • Vehicle Tracking Solution (VTS) VTS is a real-time, GPS-based tracking system that shows vehicle movement on an electronic map with vehicle information and related data.

Passenger Systems (PAS)

Announcement

Vehicle’s location (GPS readings) information is passed to the depot or station level. This information can be used to update the passengers in real-time.

Passenger Information System (PIS)

(i) Equipment Reliability Applications: Recent developments in IoT have helped to revive the reliability of even the oldest assets by the integration of IoT sensors with crucial components like brakes, wheelsets, and engines, and Rail-Tracks. Implementation of these technologies for monitoring conditions of wheel breakups and for EIA services is already underway. Maintenance of Rail-Tracks and power systems primarily benefits from The advantages of the integrated technologies can be stated the feedback of variables that have predictive values for as under: maintenance teams. If problems with wagons and tracks can be identified proactively, the operators can take pre-emptive • Centralised control from a single source actions for safer operations.

Passengers can get all information related to vehicle movement, stoppages, route details etc. It is also popular with urban transport system MRTS and RRTS where display boards and speaker systems, installed within the train coaches or vehicle like bus give relevant information to passengers.

• Improved personnel capabilities with automated alerts • Enhanced decision making with management dashboards • Increased passenger safety

(ii) Remote Monitoring: Smart sensors and analytics across the train engine, coaches, and tracks allow rail systems to be remotely checked and repairs planned before a small issue magnifies into huge trouble. Asset health monitoring through IoT insights implies less of maintenance delays and helps in extending life.

• Digitized processes for enhanced work at lowered costs OEMs and Indian Railways can leverage in the manufacturing processes of locomotives, wagons and train coaches. Feedback on manufacturing processes is an inherent part of product Additionally, asset management also is a term in cognizance development with the IoT concept. These monitoring speedily that has rapidly gained influence in the rail industry in recent and dynamically enhance final product quality. Applying times. Asset management comprises all systems, methods, continuous engineering and IoT can help quicken the delivery procedures and tools to optimize costs, performance and risks of more sophisticated and connected products in the rail • Seamless integration with open-loop smart cards

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ARTICLE industry. Our company is striving to deliver required smart sensors and IoT systems keeping pace with these evolutions world over. The proliferation of metro rail systems in cities such as Delhi, Bengaluru, Chennai, Hyderabad, Mumbai, Kolkata, Kochi and Gurugram has ensured highly efficient services to commuters. Modern solutions have been designed that ensure safe, punctual and comfortable operation of metro lines all across India. This is made possible deployment of various smart transportation solutions that help save time and ensure efficiency during the commute. (iii) AFC System (Automated Fare Collection): These systems leverage ICT, thus enabling the fare collection mechanism to evolve from coins and paper tickets to contactless digital payment-based cards and wallets.

A card equipped with EMV-based open-loop technology enables payments for tickets for different modes of transport, para-transit services. QR-code and RuPay-based contactless smart cards as well as mobile ticketing applications for metro rail stations have also been introduced during the pandemic.

System upgrades like digital wallets, smart wristwatches, autotop up facilities and biometric-based smart cards are also available. (iv) Signalling & OFC Communication Network: Continuous automatic train control systems comprising automatic train operation, automatic train protection and automatic train supervision features and communication-based train control (CBTC) signalling systems with varying grades of automation are being adopted across metro systems. Driverless train operation (grade of automation 3) is also slowly gaining ground in select metro stretches. (v) Command & Control Centre: The operations control centre (OCC) installed is responsible for a smooth command and control of all stations and trains. The video wall displays dynamic status of each train, route and signal on a real-time basis and the status of the power supply on each section of the line. (vi) Surveillance: CCTV systems are capable of self-analyzing the scenarios in its view enables automation of crowd control.

E.g. Automatic alarms if the crowd exceeds the limit near ticket stations, alarms if someone moves in the wrong direction in an escalator, alert if a commuter forgets his bag in the station, etc.

passengers, these smart doors act as barriers and are aligned with the train doors that open only when the train stops at a station to avoid accidents.

New Revolution in Metro & Rail Transportation – IoT (Internet of Things): A Detail The increasing use of the Internet of Things (IoT) has profound implications across industries, including the railways. Sensors, devices, systems, and applications are integrated on smart networks and work in a collaborative and cohesive railway ecosystem to enhance passenger safety, improve asset reliability and efficiency, and lower capital and operating expenses. The shift from legacy infrastructure to building holistic, cloud-based train management systems is the way forward for railway companies if they are to use assets—tracks, equipment, and stations—resourcefully and significantly bring down safety threats.

For the railway industry, this is not a new concept; elements of IoT are integrated into every modern train with multiple control units managing technical systems while communicating with each other. Examples include the mechanical and electrodynamic brake system and the train control unit as a master of the information infrastructure in a train. This is true for both train-based and wayside systems. However, in the past, the focus has been predominantly on the function of the individual sub-systems. Rarely have the information processing systems on the train been leveraged as a source of valuable information and insights.

(vii) PA & PIS System: The Public Address System (PAS) and Passenger Information Display System (PIDS) are integrated into This had significant consequences: each other to display the same information over PIDs boards and Public Announcement System (speakers) installed in the • Sensors were deployed sparingly, only as far as necessary for station premises. the individual system function. (viii) PSD (Platform Screen Doors): An intelligent solution • Data collection acted only as a support for maintenance crews installed at various metro stations to ensure the safety of for fault-finding purposes.

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ARTICLE • Only recently have trains begun collecting and communicating A train to wayside connection, which is a critical element not only information to the wayside for further use to a larger extend. for the IoT-type applications but also for CCTV and passenger Internet access.

• Flexibility and the possibility for upgrades have been neglected.

This makes the addition of an intelligent system on a train—or Train to wayside connections, often via public wireless telecom even a few additional sensors—an effort-intensive exercise for networks, or via WLAN in stations or depots. In any case, with integration and (re-)certification a high bandwidth (real-time monitoring of train conditions or CCTV or Internet access by passengers can each, on its own, IoT in railways is incredibly challenging. Since exposure to the fully absorb the available bandwidth today) internet may leave the network vulnerable to attack. Internet access in rail systems must be allowed only under a well- Without getting into a discussion on different approaches to defined and controlled framework to ensure safety and security. Train Control and Management Systems, it is critical to recognize At the same time, robust cyber-security is also required to get that current and future developments must be considered in the maximum benefit of modern technology incorporated. the architecture, especially considering the long lifetime of railways. However, in any new train procurement, this should Application for New Railways Systems be one of the focus areas, primarily since it will determine the reliability and correlate strongly with operational costs. It will also be visible to passengers and influence their perception and selection of transportation modes.

How IoT technologies can be used in railway systems

The applications of IoT-type technologies for the new trains have a major advantage—the end-to-end system (along with integrated sub-systems) can be designed with an architecture that supports flexible generation and accessible collection of data. At the same time, passengers have high expectations from the new trains. While older train technology may not support onboard internet, it will be perceived as a deficit in new generation trains. Architecture-wise, some critical decisions will have to be brought into consideration when designing new trains that incorporate IoT aspects:

Case 1: Switch Monitoring Switches are one of the most stressed systems in a railway network. Safety-relevant issues can arise from: • Mechanical elements wear out

• Separate bus systems for safety-critical applications and • Mechanical failures like cracks ‘comfort’ functions, without impact on safety or core functionality Redundancy of control functions via bus and hardwired • Blocking objects that obstruct operations functionality • Impact of temperature variations • Data collection and reporting should be configurable. Door controllers, for example, might measure the current of door Regular inspections often do not reveal issues in the dynamic motors to detect obstacles or deteriorating mechanical behaviour of the switch, and root causes often go unnoticed. properties. In some cases, just the maximal value might be With a comparatively simple IoT device, data like the timing sufficient; in others, the curve measured with a 1,000 Hz of switch operations, motor currents, and vibrations can be frequency might be required, for example, to detect a worn out collected. Vibrations can be measured when the train passes, door mechanism. and with big data analytics, trends can be analyzed.

• Reserves in bandwidth and processing power for future upgrades • Flexibility in attaching additional sensors or sub-systems with minimal impact on the architecture.

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Evaluation of this data will show deterioration of the switch mechanisms and the dynamic behaviour of the switch under different weather conditions. Real-time warnings can be issued to the operation centre when measurements indicate imminent failure. This can be done for switches operated manually or by point machines.

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ARTICLE Case 2: Elevators at Railway Stations Deutsche Bahn in Germany started the application of IoT technologies for monitoring elevators with the intent to ensure that disabled or elderly customers, as well as those with child carriages, have easy access to public transportation. This objective led to the installation of elevators in almost all stations.

In total, around 2,100 elevators were equipped with monitoring systems to report failures and trigger repairs. As a result, Deutsche Bahn raised the availability of elevators from 89% to 95% in urban areas. This improved accessibility and safety for commuters. Additional benefits included:

• Monitoring of bridges regarding material stress or dynamic behaviour to detect changes indicating future failure.

Monitoring the speed of trains by GPS-driven speed measurements. Evaluating the speed profiles to validate the adherence of drivers to speed limits, but also to have real-time train location to optimize traffic.

Best Practices in how to deploy IoT

There is no question on whether railway operators need to deploy IoT applications. The focus now is on how to approach this technology. While this has to be decided for every operator • Integration of elevators from multiple manufacturers into one individually, some principles should be considered: monitoring system.

• For new procurements of trains or railway systems, IoT needs • Visibility into the real-time status data of elevators on the web to be integrated in a future-proof way, right from the beginning. and in special apps for passengers.

All manufacturers have something to offer in this space, and their solutions should be compared carefully.

• Systematic improvement of elevator reliability and safety based on failure data • For legacy railway systems, it is necessary to identify areas for the potential application of IoT technologies and prepare a Potential Impact of IoT on Reliability and Safety business case.

Achieving an increase in reliability and safety parameters by even a few percentage points is a rare statistical event, given that both these factors are already performing at very high levels.

Despite this high performance rate, incidents where a train must be taken out of service or is delayed may create problems.

Passengers may not be able to reach their connections in time or maybe delayed in reaching their destinations. Given the domino effect of a single delayed train, extensive rescheduling may have to be undertaken across the whole network. To some extent, the current schedules maintain reserves to accommodate such delay, which means that the infrastructure is not used as efficiently as it could have been. The service to passengers is not as good as it should be. On the safety side, while trains generally offer one of the safest modes of transportation, there is a consensus that every person harmed is one too many, and that safety must improve continuously. Hence, IoT should not be used to collect data on accidents, but to collect data based on which the probability of accidents can be reduced. Some areas where a further investigation for IoT-based solutions might be fruitful to improve reliability and safety include:

• The ability to understand and manage IoT technologies is/ will be one of the core competencies of operators. This does not mean that they should execute all projects in-house, but the capacity to identify opportunities and manage external partners is a must.

• An excellent solution to get a jump start is to partner with a service provider who has the domain experience and knowledge to combine IoT and railway functions.

A generic and modular IoT solution can be applied for legacy rolling stock and railway infrastructure. This solution consists of a set of intelligent devices with multiple sensor inputs and communication units that transmit collected data into the cloud. This data is then used for dashboards presenting the real-time status of assets and also for big data analytics.

Improving Rail Safety and Reliability through IoT

• Monitoring of failure-prone systems on locomotives, such as the engine or electrical systems can increase the reliability significantly.

• Supervision of mechanical systems such as running gear and track. The failure of mechanical systems causes several hundred deaths per year, which could be significantly reduced. Collecting acceleration data from bogies will, in many cases, make the identification of potential track failures possible.

• Train doors could be monitored to see if they are properly closed. However, this would require operational changes as well, since passengers often leave doors open or even cling to the outside of the train in case of overcrowded trains.

• Warning systems (light/acoustic) in case a train nears areas, which are prone to accidents with people crossing the tracks.

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ARTICLE Major Challenges in enhancing competitiveness of Railways

the

efficiency

• Deploying consistent safety Standards • Ensuring streamlined asset availability • Reducing greenhouse gas emissions • Mitigating operation and maintenance costs • The augmenting capacity of the rail network

and to enhance the safety and security of metro stations by setting up video analytics to monitor traffic flow around the station, monitoring the number of people coming through the ticket barriers, or waiting in line at the ticket window. In case of a sudden and unexpected surge in the number of commuters on the metro station can be detected in real-time, and extra security personnel can be deployed for the crowd management, which can prevent cases of chaos and stampede.

The segment of rail operations that can be improved by IoT With the help of information leads and data sets, metro rail technologies station managers can quickly adjust their staffing in real-time to ensure customers are served as quickly as possible. The • Machine-to-machine communication introduction of IoT and Big Data can enable surveillance systems • Signalling Systems to perform logical processing and intelligent video analytics, • Wayside Communication enhancing data usability and reducing response latency.

• Level Crossings • Station Information Metro rail stations can enhance efficiency with the help of • End Point Security IoT solutions. Data collected from metro rail station turnstiles and entrances, can help the operator redeploy or redirect Benefits of successful implementation of IoT by Rail trains. Sensors detecting a change in temperature can trigger Companies air conditioning. The available structured data can be later harnessed for commercial purposes.

• Improved operational efficiency • Enhanced automation Making metro stations more secure • Higher safety levels • Better passenger experiences Internet of Things (IoT) is a much sought after solution these • Reduced risk of downtime days as it brings in a lot of flexibility by providing information on every connected product at the required periodic intervals.

Best Practices for deploying IoT in Railways Metro rail systems rely on technology for a range of operational needs that contribute to a pleasant and safe passenger • Integrate IoT to make it future proof experience besides aiding smooth functioning. However, in • Identify areas for IoT implementation order to provide room for IoT to evolve, the approach towards • Demarcate what aspects can be outsourced IT infrastructure needs to change as it entails a supportive • Partner with an experienced service provider rail system. Mobility, IoT, Wi-Fi and Ethernet are the standard technologies that are taking on bigger roles in evolving rail Summary networks that keep passengers safe and happy. IoT platforms function and deliver valorous kind of intelligence and data using India is witnessing fast-paced growth and expansion in the a variety of sensors. They serve to collect data, push it and share metro rail segment. Metro rail transit safety is absolutely critical. it with a whole network of connected devices. All this collected Passengers must be kept safe at all times, especially during data makes it possible for devices to autonomously function, unexpected events. Protecting citizens from violence, theft, and the whole ecosystem is becoming smarter every day. crime, and the intentional targeting of public facilities requires the right tools. When an incident occurs, authorities need to take Other Latest Technologies action and make the right decisions. A high-performance, highdefinition and highly reliable surveillance system are essential.

Few other Artificial Intelligence (AI) and Deep learning technologies for metro rail security requirements are as under: Rail transportation is one of the early adopters of IoT and Big Data technology trends. Devices and sensors along the tracks • Coach surveillance-based mobility products and inside stations have helped enhance operators’ situational • Latest CCTV cameras for platforms awareness and keep the rail system secure. But more and more, • Advanced storage products operators are relying on data to optimise business, too.

• Entry and exit artificial intelligence cameras • Deep learning-based analytics and value-added features Indian metro rail companies manage and monitor video • Access control surveillance data feeds, turnstile entrance access control data, • Boom barriers X-ray baggage scanners, door metal frame detectors (DFMD), • UVSS (Under Vehicle Surveillance System) and hand held metal detectors (HHMD) systems efficiently. • Body-worn cameras Further to physical security systems, Big Data and IoT innovations can bolster security in the country’s metro rail network.

Sensors in IoT space Role of IoT in enhancing security at metro stations

By combining a set of sensors and a communication network, devices share information and improve their effectiveness and The Big Data and IoT can help metro rail companies in order functionality.

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ARTICLE The key sensors which are used extensively in the space of IoT companies like RailTel making giant efforts towards developing are as follows: telecom infrastructure in the country, providing video walls, Wi-Fi, CCTVs, e-office, and computer-based signalling that are Temperature sensors, proximity sensors, pressure sensors, water used in railway operations. The future of technology lies in these quality sensors, chemical sensors, gas sensors, smoke sensors, platforms, which will not only modernize the Indian railways, IR sensors, level sensors, image sensors, motion detection Metros, MRTS, RRTS etc. but also would bring significant sensors, accelerometer sensors, gyroscope sensors, humidity change in operations and safety of passengers. sensors and optical sensors.

The passengers travelling in ultra-modern coaches of semi and Following metro solutions can be obtained by using the sensors: high-speed trains and metros will not only have access to 5G enabled seamless internet service but also have an availability • Garbage/waste collector box monitoring. of real-time data and monitoring. Successful piloting towards train arrival and departure based on accurate GPS tracking has • Switching on the lights depending on the light conditions. already been done, and it would be gradually elaborated to all routes and trains.

• Integrating image sensors to provide information on the crowd on the platforms so as to ensure necessary preventive care is taken to avoid an accident or detection of left baggage/foreign object on the platforms.

• Raising alarms in case of smoke or case of motion detection in secure areas.

• People are counting by integrating with the flap barrier and identifying the load on the station, thereby routing traffic internally accordingly.

• Identifying leakage of rainwater or any other liquid at the necessary locations.

Now, smart metro-specific or journey-scheduler apps are available through which a whole set of information viz; traffic, seat availability, route planning and even payments can be managed, providing greater flexibility, ease of use and comfort for the passengers.

Indian railway has been in revamping mode for many years.

The government has already announced bringing in Wi-Fi connections in all metro and railway stations that would be completed in a phased manner. CCTVs are being installed in maximum numbers in every station in feasibility too.

This can be further expanded to provide real-time updates on traffic en route to the metro station, availability of cabs, parking space availability at the stations (for two-wheelers and fourwheelers) apart from various other necessary information can be provided to the users so that they can plan their journey at the comfort of their homes or offices.

Needless to say that intelligent transport technology like AI, IoT, and big data are taking shape in railways and are all set to change the future of rail transportation in the country. hange the future of the rail transportation in the country.

Conclusion

•••

The Indian government is all set to modernize the railways, as it is bringing in the future technology interactions within railways that include internet of things (IoT), big data, and artificial intelligence. The Indian Railways will heavily rely on technology as it is mainly focusing on the employee as well as passengers’ satisfaction.

This technology will ensure that train operations such as safety, punctuality, and line capacity are under control. Various

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ARTICLE

Data driven decision making Metro & Railway MaaS MaaS: An Introduction & Understanding

O

ver recent years, urban Mobility has experienced a profound change. Not only is it becoming more and more complex, but typically home–work–home travel is no longer the rule. Nowadays, journeys typically connect multiple points in a rather inconstant pattern.

This has changed the transport planning and operation approaches, which have been focussed on the ability to identify typical “home–work/school–home” travel and plan the transport system accordingly. The traditional approach has been to 1—forecast, 2—plan, and 3— deliver. However, the traditional transport system is also experiencing great change. Despite being supported by public transport (bus + metro + rail) and the private car, new mobility solutions are emerging. These are characterised by greater flexibility.

They take advantage of the ‘sharing concept’ (e.g., bicycles, electric scooters, car-sharing, etc.) and simultaneously provide solutions with lower greenhouse gas (GHG) emissions. As a result of these developments, the traditional transport system itself is changing. As a consequence, the typical forecast–plan– deliver paradigm is progressively being abandoned.

MaaS aims to integrate various forms of urban transportation into a single mobility service accessible on-demand, which is possible due to urban mobility’s digitalisation. MaaS transforms the physical transportation system into a commodity, thus taking advantage of the internet of things (IoT), i.e., it communicates real-time information regarding the transportation system capacity and its operation.

However, the onset of Maas is anything but linear. Several business models have emerged, with different partners from different industries (e.g., technological, transport operators, infrastructure managers, etc.) developing their own solutions, often competing with others. As a result, finding different apps and platform solutions in the same city is not unusual, which integrate different solutions, creating a relatively complex system for users.

private companies, concerns are starting to be raised not just over data privacy, but also regarding data property.

Two fundamental drivers are the main reason why MaaS is so useful for consumers. Firstly, MaaS allows for a more flexible and tailor-made planning solution with an associated ‘Mobility Bill’, and secondly, it provides a ‘one stop shop’ for all mobility services.

Nowadays, MaaS integrates any discussion, analysis, or forecast on future mobility systems. As discussed by the mobility ecosystem is becoming more fragmented, with the introduction of transport solutions, new business models, and new companies—all of which are aligned with the same common objective, namely to provide affordable, convenient, and sustainable mobility solutions. This fragmentation increases proportionally to dynamics of the business environment. This means that new services often have a more complex and dynamic pricing strategy, with prices varying according to the utilization patterns and the level of usage, etc. Frequently, a more dynamic business environment also means that these new transport operators tend to be start-ups which are testing business models. Some survive and grow, whilst others are merged, or fail to succeed.

MaaS solutions are an integrator in a functional ecosystem which needs to be in place and well-connected, comprised of four major stakeholders: Customers, transport operators, a data aggregator, and a trusted MaaS advisor which manages the whole operation. Besides facilitating payment, by eliminating physical tickets and enabling a genuinely digital utilisation system, MaaS also produces massive quantities of data, which are crucial for enabling city and transport planners to understand the dynamics of the mobility system and identify the bottlenecks of the system and act accordingly. From a public policy perspective, this data represents the fundamental basis for informed decision making for city management. However, considering that these solutions are primarily developed by www.metrorailnews.in

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ARTICLE MaaS provides a layer that allows for the functional integration of tariffs of the system. In theory, this one-stop-shop platform should enable the integration of all the potential different links of a single journey with different operators, and with different fare systems. Given the extraordinary advantages of MaaS solutions, and the leverage potential for accelerating the evolution of the urban mobility ecosystem, there has been an increase in the quantity of literature on the topic, and there has also been a certain effort to conceptualise MaaS and structure the various levels of development. Reference provided a theoretical conceptualisation of the MaaS concept, arguing that it has the attributes of a ‘hyped’ socio-technical phenomenon: It seems to be a loosely connected patchwork of optimistic political dogma, activists’ enthusiasm, anecdotal evidence of successful services and a firm belief of investors in companies such as Uber. However, some authors adopt a more pragmatic approach to MaaS in an attempt to understand the potential business models behind these solutions. The core definition of MaaS is still not unanimous. While some authors adopt a more technologically-based definition, where MaaS is a technical system (a digital platform) which enables the integration of the purchase process of several distinct journeys and/or travel elements, others use MaaS as a more broad definition for not just the technological solution, but also the entire process of transport integration and the commoditisation of transport infrastructure. By transport infrastructure, we do not simply refer to roads or railways, but also to all the ‘hardware’ that enables the delivery of transport services, including, but not exclusive to: Vehicles, stops, stations, charging points, etc.

services that provide a simplified and more effective user experience. Second, the private industry vision—as within the private sector several technological developments have occurred which facilitate the emergence of Maas, such as IoT, Big Data, Blockchain, shared services, etc. Third, the government vision—of governments and decision-makers who develop a more integrated vision of the transportation system, where congestion management and public spending value maximisation are both important goals, as is promoting a more equitable and inclusive mobility system.

Certain technological drivers can have a substantial impact, examples being: Electrification, autonomous vehicles, shared Mobility, the internet of things, blockchain, and artificial intelligence.

Electrification With regard to electrification, urban Mobility, metro and rail transportation is increasingly evolving towards electric systems.

For instance, metro systems are growing, bus operators are replacing existing combustion-engine fleets with electric fleets, and private cars are also moving towards electric/hybrid solutions (some cities have already established areas which are exclusively for electric vehicles).

Autonomous Vehicle & Driving Autonomous vehicles and autonomous driving are probably the largest disruption for the automobile industry. The potential impact of such technologies ranges from vehicle and road safety to congestion mitigation. Autonomous vehicles have the potential to decrease the cost of incorporating car solutions within MaaS systems. Nowadays, the use of a private car as a complement within MaaS is achieved through car-sharing.

In coming years it is estimated that autonomous vehicles will be able to increase the efficiency of vehicle utilisation, and therefore decrease their unit costs (per km), and consequently encourage MaaS solutions. This will lead to a strong prevalence of shared Mobility.

Shared Mobility

A toolkit on ‘Creating Framework for Mobility as a Service (MaaS) in Indian Cities’. launched in 14th Urban Mobility India conference on Oct 29, 2021. This web-based platform acts as an open-source knowledge resource guide to Indian cities embarking on developing various data-driven mobility solutions.

Drivers of Change There is a growing number of drivers of change which affect urban mobility and transport scenario. It is classified into three categories: Technological, societal, and institutional.

Maas reflects several distinct trends, which have been classified into three different types. First, markets trends—as consumers nowadays frequently change their patterns and preferences towards a more flexible lifestyle, and preferably search for

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Shared Mobility will bring about a dramatic improvement in the efficiency of the utilisation of private owned vehicle.

Furthermore, shared Mobility, particularly of private cars, has led to the creation of several new services and business models, examples being Uber and Cabify, and also of pure car-sharing models, such as DriveNow. However, this shared Mobility does not just affect private cars, but also motorbikes (e.g., eCooltra) and electric scooters (e.g., Lime). Considering that shared Mobility improves the options for mobility services and thus increases the flexibility of travel options, it provides more leverage for the adoption of MaaS solutions—leading to the establishing of more services, with distinct integrated operating logics and added value for users. New technologies will accentuate this impact, examples being: The internet of things, blockchain, and artificial intelligence.

IoT The internet of things, although much less visible to the user than,

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ARTICLE for example, shared mobility solutions, provides the backbone for the growth of MaaS solutions. One of the key principles for MaaS is to integrate the various mobility systems and solutions, not just functionally, but also in terms of fares and utilisation rules. This integration is dependent on the ability to achieve a true digital connection in order to ensure robustness and realtime tracking of transactions and their corresponding validation (blockchain technology also provides an important contribution which is described below). Furthermore, integration enables data aggregation and the development of solutions for real time travel and planning within the mobility system.

Artificial Intelligence (AI) With regard to the technological drivers, artificial intelligence is fundamental for leveraging MaaS solutions, as it provides the ability for data generators to identify patterns and to customise the solutions on offer, and to also to provide transport operators with the ability to understand users’ preferences and their mobility patterns, etc.

Apart from these are certain other societal drivers such as sustainability, user preferences, urban planning, congestion and network effects that would determine most of MaaS development in the future.

Big Data & Data Analytics

Certain Institutional drivers such as Data Privacy,, public versus private and regulations are also few main determinants of MaaS.

Big data and data analytics also play an important role. By aggregating data, MaaS systems provide a valuable set of data, which can be used to extract meaningful information on passengers travelling patterns, their preferences, and choices, helping decision makers to plan for better systems, but also allowing for live-feed information flows that can help the transportation system to adapt, in real time, to changing demand.

Data Driven Decision Making: Digitalization in Railways

Blockchain With regards to blockchain, as discussed above, in practice, a growing number of stakeholders of the new mobility ecosystem both compete and cooperate. For instance, there are private, public, or even public/private actors who generate many more transactions that the traditional system—which is based solely on public transport and car utilisation. Recording and validating these transactions is critical for ensuring the reliability of the system. Indeed, it is also important to carry this out with reasonable transaction costs. The number of transactions is increasing and will continue to increase with the diversification of mobility solutions and business models, as well as the growing complexity of mobility patterns. However, the direct benefits of blockchain are not limited to transactions alone, as blockchain also facilitates the development of smart contracts, which allow for more effective contract management and compliance, whilst also decreasing the existing complexity of monitoring traditional “paper-based” contracts. This is particularly critical in terms of the growing complexity of public–private partnerships (PPP) and concessions contractual relationships in the urban environment.

Traditional concession models are based on a pre-determined service, for which the operator collects tolls and/or is granted subsidies from the grantor, over a specific period of time.

These contracts are relatively rigid, and are based on the assumption that the service (and ridership) can be forecasted within reasonable levels of accuracy. However, the reality is that mobility systems require a much more flexible approach from transportation systems and transport operators, as well as the continuous ability to adapt the services to new users’ preferences, and also the capability to adjust to the emergence of competing services. These “flexible contracts”, as discussed by, will be much more difficult to monitor, with blockchain technology providing a valuable role in overcoming this challenge.

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Image Source: Thales

The adaptation to the new conditions of the digital economy is visibly marked by the emergence of the concept Industry 4.0 as well as, recently, Railway 4.0 and Digital Railway. Mobile applications, e-ticketing, digital train control, signalling and traffic management, digital platforms for predictive maintenance are the key areas of digitalisation in the rail sector.

New products and services are becoming an integral part of the operations of railway undertakings, infrastructure managers and manufacturers for the industry. As such they contribute to the creation of added value for multiple stakeholders in public transport initiatives, which facilitates the implementation of new concepts of Mobility. In the past three years, railway companies in different countries have developed their digitalisation programmes.

The creation of smart, environment and user-friendly mobility systems is among the high priority directions in the evolution of transport worldwide. Rail transport is recognised as a vital part of this process. Meanwhile, radical advancement in the business environment, facilitated by ICT technologies, requires the existing business models and strategies adopted by rail operators to be brought up to date. The thorough understanding of the concept of Digital transformation is paramount in the development of rail transport in the New Economy.

Digitalisation, as an ongoing process of a convergence of the physical and virtual worlds, is bound towards cyber-physical systems and is responsible for the innovation and change in multiple sectors of the economy.

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ARTICLE The main technologies and solutions which have accelerated digital transformation in the railway sector in recent years are: • Internet of Things (IoT) • Cloud Computing • Big Data Analytics (BDA) • Automation and Robotics.

Digitalisation, in the social-economic context, is understood as a process involving a substantial change of how digital and computer-based technologies can be used by the society, business entities in different sectors of the economy, and the public administration.

Beside digital economy, other notions pertaining to the new model of economy have been coined. These include: E-Economy, Network Economy, Mesh Economy, Data Economy, Bit Economy, Access Economy, Platform Economy and OnDemand Economy.

Digital business transformation is a special kind of organizational change of the enterprise, sector and entire supply chains through the use of digital technologies and new business models to improve their performance.

Digital transformation has impact on three major areas of business activity: • modelling of customer relations, embracing the understanding of customer experience, cross-channel coherence including self service • operational processes, including the organisation’s internal processes and worker enablement, as well as performance management • the business model understood as the selection of products to offer and markets to serve.

Digitalization & Adoption of new technologies in Railways Globally

Image Source: Tata Elxsi

Digitalisation entails a number of future challenges in terms of the ability to meet the needs of the economy and the society. To address these challenges, the rail industry has developed across all areas of its activity: from manufacturing to infrastructure management, to transport operations.

In the stage of rail digitalisation, computer-aided design of rolling stock became a common practice, as it corrected the

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weight distribution while improving durability of the vehicles.

The ongoing evolution of design tools has also allowed for improvements in the design of power trains and all auxiliary systems, making modern vehicles more energy-efficient. Digital data recorders, digital steering of particular subsystems as well as of the whole vehicle makes remote monitoring and predictive maintenance possible, substantially improving the rolling stock availability through the reduction of number of defects.

However, a real breakthrough in digitalising maintenance is only envisaged to follow, when a growing number of systems with be interlinked not only within a single vehicle, but also within the infrastructure and the suprastructure, the whole rail ecosystems.

The main areas of deployment of digital technologies in rail transport are: • offering connected railways by providing reliable connectivity for safe, efficient and attractive railways • enhancing customer experience by offering better and added value for customers • increasing capacity by enhancing reliability, efficiency and performance of railways • boosting rail competitiveness by making the most of transport data.

Data Driven Decision making and automation in Railways is significantly gaining importance across all metro and rail systems. The most current examples of digitalisation in rail transport can be summarized as under: 1. Connected Commuter: Digital Services for Passengers - In the last five years, Railways across the globe have made significant improvements in modelling a transparent communication with the passengers, evidenced by: • more informative and user-friendly websites • mobile applications offering real-time information about vehicles in motion and allowing for ticket purchase and issue and other functionalities • onboard infotainment services • dynamic passenger and timetable information implemented at stations and stops.

In Germany, passengers can access the internet at over 135 stations, in DB Lounges and on board ICE trains. The entire ICE fleet of DB Long Distance is equipped with fast, multi-provider WiFi technology. Passengers can use WiFi free of charge in both first-class and second-class coaches. It is also available on all ICE international trains to France, within the Netherlands and to Austria. The free ICE Portal offers an overview of upto-date information on journey and connecting trains, as well as a wide variety of audio books and games, books, films, the news section, daily newspapers, travel & discover, and Kids’ World section. No-limit free internet access is provided in first class and a basic internet service in second class that allows passengers to network and communicate, send and receive e-mails, and stay up to date with social media.

In Russia, business and first class passengers onboard highspeed Sapsan train service can access the internet and a portal with films, music, audio books and magazines. Additionally, the portal offers information about cultural events in both

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ARTICLE cities, a virtual tour of the train, a range of online courses and information about railways.

In India, most of the metro and railways stations have started offering free WiFi services to its passengers. Other facilities includes modern features like CCTVs with facial recognition, emergency talk back system, WiFi enabled infotainment system, automatic plug-door, step control etc.

In Turkey, passengers onboard the high-speed Velaro D trains can access an internet, passenger assistance and entertainment services, called AlwaysConnected. In all of the mentioned cases, infotainment services (paid or free) were first offered to passengers in higher classes, followed by economy class.

There are a number of challenges to connectivity whilst on a train: the metal body of the train weakens the signal, multiple users on the same train reduce the capacity of the network, phone towers flash past and tunnels block the signals.

Researchers now have succeeded in solving the problem of low mobile internet signal by means of a technique known as frequency-selective coating of window panes. These panes are provided with an electrically conductive, transparent layer consisting of metals or metal oxides. The metallic coating of the window is vaporized along lines in a special structure by a laser. This enables radio signals in certain frequency ranges to pass through unobstructed, while radio signals at a different frequency are attenuated.

2. MaaS: Towards Intermodal Urban Mobility As a result of the process of digitalisation of the economy and society it is becoming necessary to manage one’s own time effectively, living in two worlds, the real one and the virtual one, simultaneously. This is made possible by such modern mobile devices as netbooks, tablets, smartphones, voice and video devices for communication between humans and digital systems (Amazon Echo, Amazon Echo Look), that have created virtual Mobility. A new personality type has been named homo mobilis; it typically features a new understanding of the idea of freedom and the comfort of living, cybermentality, the need to be online continually, the need to have continuous internet access and to communicate with others using social media as well as the need for new, personalised products and services, fully tailored to one’s values, life style, emotions and personal pursuits.

The terms nanosecond culture as well as always-on mobile have been used to describe the expectation to be able to access products and services immediately and on demand.

Future concepts of Mobility, such as: Mobility on Demand, Any Time Mobility, Networked Mobility, are expected to address these needs. Meanwhile, concepts of the evolution of urban Mobility that have emerged in the last five years are linked to the evolution of the concept of Smart City. The so-called Smart Mobility is marked by the orientation to optimal use of the resources across different modes of transport, ensuring intermodality. In Mobility On-Demand users are only charged for the functionality that they actually use (pay-as-you-use, payas-you-go). From the user’s perspective, these services mean an improvement of the flexibility and the use of resources according to the actual requirements regardless of the user’s location.

The Evolution Concept of Urban Mobility in 21st Century can be illustrated as under:

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The period (2000-2050) on a time scale for every decade depicts following – 1st Decade (2000-10) – Low emission Mobility 2nd Decade (2010-20) – Sustainable Mobility (Mobility 1.0) 3rd Decade (2020-30) – Smart Mobility (Mobility 2.0) 4th Decade (2030-40) – Mobility On-Demand (Mobility 3.0) 5th Decade (2040-50)- Mobility as a Service (MaaS) Its worth mentioning that each of the new mobility models is connected, meaning that is provides instant access to the internet and ICT systems that offer real-time journey information, to plan onward journey, make reservations and purchase tickets.

Such solutions, based on electronic platforms and applications, are called Mobility as a service (MAAS). It analyses a number of possible journey scenarios, using different modes and means of transport: public and private, it offers booking and ticketing services and it provides for access to locations on route that are important for the traveller, at the same time monitoring the traffic, road works, incidents and accidents on line. This application is available online through mobile devices and it allows for the selection of the mode of transport, also available in real time, following the traveller’s preferences, such as: the cost, the time, or carbon footprint left.

3. PMAAS: Digital services for rolling stock predictive maintenance The use of digital data processing is revolutionizing maintenance of infrastructure and rolling stock. Based on millions of data points captured from sensors on critical train components, analytics can detect impending part defects, ensuring maintenance is only done when required, but before a defect occurs. Reliable knowledge of which parts are likely to fail in the near future allows for close to 100% availability, as faults are fixed when units are not currently in service, avoiding breakdowns. This improves the reliability of the system as the typical operational fleet reserves of 5-15% kept as back-up in the event of faults can now be reduced, thus increasing the effective capacity.

By consolidating volumes of maintenance data with business processes and IT systems and using cloud computing, manufacturers of rolling stock are now able to offer a number of new digital services, such as: • Fault Detection as a Service • Predictive Maintenance as a Service (PMaaS) • Simulation as a Service.

Companies like Siemens have worked on the development of services in predictive maintenance of rolling and infrastructure for a number of years. These include : • Remote monitoring of location and condition of all vehicles in real time • Remote Diagnostics • Root cause investigation of faults • Automatic data visualization • Algorithm for preventive fault analysis 4. GOA4: Automation and Integration of Train Control Systems In rail transport, the development of autonomous systems

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ARTICLE has been spectacular mainly in the area of in public transport services, such as: driverless metro lines, light rail transit (LRT), people movers, and automated guided transit (AGT). In these systems, automation refers to the process by which responsibility for operation management of trains is transferred from the driver to the train control system. Following The International Electrotechnical Commission (IEC) standard 62290-1, there are four Grades of Automation (GoA). The highest, GoA 4 describes a system upgrade in which vehicles are run fully automatically without any operating staff onboard.

Grades of Automation and Train Control Systems – • Partially automated – Supervised by Driver • Highly Automated – Reduced Driver Supervision • Fully Automated – System is responsible Types of Train Operation • Automatic Train Protection (ATP) • Driver Advisory Systems (DAS) • Automatic Train Operation (ATO) • Driverless and Unattended Train Operation (DTO/UTO) In the over 30 years since the launch of the first automated metro lines, the growth rate for driverless metro has doubled in each decade – an exponential growth that is bound to quadruple in the coming decade. Current forecasts, based on projects approved for implementation, indicate that by 2025 there will be over 2,300 km of fully automated metro lines in operation.

Apart from implementing autonomous train service on metro lines, i.e. in closed systems with short intervals between services and high frequencies, another challenge will be the introduction of Automated Train Operations (ATO) in urbanised areas for regional and cross-country trains. A combination ETCS with ATO is a promising solution for future fully-automated operation for mainline services. ETCS monitors the train’s movement to ensure it adheres to the local speed limit and its own permitted top speed. The system can be scaled up to different levels. For example, at Level 2, the required GSM-Railway radio channel enables both the train-track communication for the ETCS itself and the communication between the trackside Automatic Train Supervision (ATS) and ATO. Technically, this means that ETCS is a train control and protection system that acts as an intermediary between the vehicle and the track to ensure railway safety and that conveys driving instructions from the track to the vehicle. The so-called balises installed on the track serve to retrieve this information along with precise positional data. ATS system coordinates train movements. ATO, on the other hand, is a control system which, like a train driver, controls acceleration and braking along with such functions as door movements, and translates the calculated energy-optimized trip profile into precise control commands to the train’s drive and braking systems. It does all this within the secure framework defined by the ETCS, which is why the system is referred to as ATO over ETCS. The advantages when ETCS is combined with ATO are particularly through improved energy efficiency and greater line capacity. ATO shortens headways through time-optimized driving, plus it enables for precise stopping at defined positions,

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METRO RAIL NEWS | NOVEMBER 2021

automatic door opening, definition of exact stopping times for the driver, and precise travel along ETCS braking curves. Aided

by ATO, the train uses line data, schedule data and real-time information from the infrastructure to drive at an optimized speed profile, thus making additional energy savings.

Below mentioned are few innovation capabilities which can enable railway sector to produce value-adding products and services, and increase network capacity: • Automated Train Operation • Mobility as a Service • Logistics on Demand • More value from data • Optimum energy use • Service timed to the second • Low cost railway • Guaranteed asset health and availability • Intelligent Trains • Stations and smart city mobility • Environmental and social sustainability • Rapid and reliable R&D delivery Data Driven Decision making or Digitalisation in Railways, as key to businesses, is now demonstrating how its use will help meet customers’ expectations, drastically improving manufacturing, operations and maintenance performance across metro and rail systems globally. Optimised rail solutions mean smart use of existing networks, i.e. maximised use and rightsizing of capacity based on demand, and of assets, i.e. maximum availability, but also return on investment, i.e. low life cycle costs.

5. Internet of trains: Creating value for multiple stakeholders An example of how the concept of the Internet of Things is implemented in rail transport is the internet of trains, or The Connected Train, whereby the train’s smart sub-systems communicate data via cloud computing to the central data platform. To be able to utilise the functionality of the Internet of Trains, reliable and uninterrupted communication is necessary between three different networks: one providing the connection between the train components and the on-board controls, one used by the crew on-board (for example, VLAN-based) and one broadband mobile internet connection service offered to passengers. A prerequisite for the implementation of IoT is an operation of the GSM-R standard, a mobile internet system dedicated for rail transport and one of the two key components of the European Rail Traffic Management System (ERTMS). It is expected that progress in this area will follow especially in the case of those solutions offered to rail operators and passengers that are not required to be homologated.

Conclusion Digital transformation fares beyond the digitations of data and processes. Instead, it involves an ongoing adaptation to changes in a turbulent environment. This creates both opportunities and threats for any industry, not less the rail industry. The challenge to be addressed in the coming years is not only a switch from electromechanical to electronic devices followed by a switch to digital components, the implementation of fully automated systems based on standard interfaces and safety certification, but first and foremost, a general change of the mindset to one www.metrorailnews.in

ARTICLE allowing for sharing of resources, consolidation of business solutions and the creation of new value of rail services both within and outside rail ecosystems.

The digital challenge for railway sector is how to connect the customers, the operators, the trains and the infrastructure and transform to network effects. It is more specifically focused towards developing and upgrading data driven decision making system for railways ensuring a speedy, safe and convenient passenger and freight transport system.

In this context Indian Railways is making significant strides towards developing railway mobility as a service through its enhance network of metro, urban, semi urban, regional rapid and mass rapid transit systems. The government and railways in India is also making significant strides towards upgrading its entire rail network, operations and system using Big Data, IoT and AI. Train scheduling, controlling the speed profiles of trains, delay prediction & reduction, asset management are some of the major areas which Indian Railways is trying to automate through data driven decision making using artificial intelligence.

Similarly, using complex applications with elements such as predictive models, statistical algorithms and what-if analysis powered by high-performance analytics system towards customer experience and management of applications like train scheduling, timetabling, improving security at railway stations, automatic charting, network optimization, crew management, inventory management, IRCTC ticket, catering and accommodation management through big data analytics is also a major component of Indian Railways today exemplifying strenuous efforts towards digitalization and automation of rail and urban transport system in the country involving RRTS, MRTS etc.

The world is preparing itself for a robust urban transport system amidst rapid urbanisation of cities in most of the countries exerting pressure on its public and existing transport system.

The arising problem to much extent can be solved through development of a modern, technology enabled, automated transport system.

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JOBS

MP Metro Rail Recruitment 2021: Apply for Various Posts till 05th December 2021 Madhya Pradesh Metro Rail Corporation Ltd. (MPMRCL) has invited applications for various positions, including General Manager, DGM, AM, Assistant Manager any many more. There is a total of 10 vacancies available in MP metro. The online registration shall remain active from 10.11.2021 to midnight of 05.12.2021 Details for the Vacant Posts are to be followed: General Manager (HR & Admin) No. of post: 1 Pay Scale: Rs. 1,20,000 to Rs. 2,80,000 (PM) Age Limit: 60 years DGM (Finance) No. of post: 1 Pay Scale: Rs. 70,000 to Rs. 2,00,000 (PM) Age Limit: 50 Years DGM (Procurement) No. of post: 1 Pay Scale: Rs. 70,000 to Rs. 2,00,000(PM) Age Limit: 50 Years

Manager (Finance & Accounts) No. of Posts: 2 Pay Scale: Rs. 60,000 to Rs. 1,80,000 (PM) Age Limit: 50 Years AM (Finance) No. of post: 1 Pay Scale: Rs.50,000 to Rs. 1,60,000 (PM) Age Limit: 40 Years Assistant Manager (PRO) No. of post: 1 Pay Scale: Rs. 50,000 to Rs. 1,60,000 (PM) Age Limit: 40 Years AM (HR) No. of post: 1 Pay Scale: Rs 50,000 to Rs. 1,60,000 (PM) Age Limit: 40 Years.

Interested candidates can apply for these positions from here at www.mpmetrorail.com and click on the career section.

Manager (Security) No. of Post: 1 Pay Scale: Rs. 60,000 to Rs. 1,80,000 (PM) Age Limit: 50 Years for contract & deputation and 60 Years for Ex-Serviceman/Reemployment Manager (Legal) No. of post: 1 Pay Scale: Rs. 60,000 to Rs. 1,80,000 (PM) Age Limit: 50 Years

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•••

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EVENTS

Metro and Railway Industry Events Calender Dates

Event Name

Venue

July 12 - 17, 2021

Rail DIGI Expo

Virtual

Sep 02-03, 2021

INRFAWEEK Asia Pacific

Virtual Conference

Sept 07-09, 2021

Railtex / Infrarail 2021

NEC, Birmingham

Oct 12 - 13, 2021

Middle East Rail

Dubai, UAE

18-20 Oct 2021

Smart Metro

Vienna, Austria

20 - 22 Oct, 2021

RAIL EXPO

Kyiv

Nov 04-06, 2022

Urban Mobility Conference & Expo 2021

Grand Hyatt Kochi Bolgatty, Kerala, India

Nov 9-10, 2021

Move

London, ExCeL

NOV 16-18, 2021

Innorail2021

Budapest

Nov 25-27, 2021

EURASIA RAIL

TÜYAP, Istanbul.

30 Nov- 1 Dec 2021

Rail Live! 2021

IFEMA, Madrid

Dec. 16-18, 2021

International Railway Equipment Exhibition 2021 (IREE)

Pragati Maidan, New Delhi, India

Feb 04, 2022

PowerGen India

IECC, PRAGATI MAIDAN, NEW DELHI, INDIA

Mar. 23-25, 2022

7th Smart Cities India 2021 Expo

Pragati Maidan, New Delhi, India

Mar. 23-24, 2022

Geo Connect Asia 2020

Singapore

Mar 08-10 2022

RailTech Europe 2021

Digital event

April 28-30, 2022

InnoMetro 2022

Virtual

May 11-12, 2022

Asia Pacific Rail 2021

BITEC, Bangkok, Thailand.

31st May-02nd June 2022

28th International Exhibition for Track Technology (iaf)

Münster

June 2-3, 2022

7th Smart Ticketing & Digital Services Forum

Virtual

June 22 nd -23rd, 2022

Rail Live 2022

Quinton Rail Technology Centre, Warwickshire, UK

July 07, 2022

ROLLING STOCK NETWORKING

Derby Velodrome

Sep. 20-23, 2022

InnoTrans 2020

Berlin, Germany

Oct 24-26, 2022

Smart Transit USA

Denver, US

Nov 08-Nov 10, 2022

Intermodal Europe 2021

RAI AMSTERDAM

June 04 - 07, 2023

UITP Global Public Transport Summit

BARCELONA, SPAIN

Sep 05-06, 2023

8th Railway Forum

Berlin, Germany

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METRO RAIL NEWS | NOVEMBER 2021

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LIVE TENDERS Metro Rail TENDER DETAILS Supply, Installation, Testing And Commissioning Of Track Works Of Standard Gauge Including All Assoc (Excluding) To Sipcot (Including) In Corridor 3 And Pocket Tracks & Stabling Lines Of Chennai Metro Rail Uding All Associated Works In (A) Elevated Section Between Cmbt (Excluding) And Elcot(Including) In Corridor 5 - Upto Cirular Connection To Corridor-3 And (B) Elevated Section Between Sholinganallur Etro Rail Project Phase-2. Luding) In Corridor 5 - Upto Cirular Connection To Cor Corridor-3 A.....

LOCATION

VALUE

DEADLINE

Tamil Nadu, India

Refer Document

10-01-2022

West Bengal, India

Refer Document

21-12-2021

Arc For Repairing/Maintenance Of Gas Flooding System (Svs/Southern/Novec Make) Installed At Line-3extn Metro Stations Between Supreme Court(Sc) To Noida Electronic City (Necc), Line-4 Metro Stations Between Laxmi Nagar (Ln) To Vaisha

Delhi, India

INR 24.22 Lacs

02-12-2021

Supply Of Medicine., Medical Superintendent Kgmu., Lucknow - Inj. Adenosine 3mg., Inj. Acetylcysteine (Na) (5 Ml), Inj. Alteplase 50mg, Inj. Amikacin 250 Mg., Inj. Amino Acid 10% Solution For Intravenous Infusion 500 Ml, Inj. Amino Acid 10% With Electrolyte In Closed Infusion System, Inj. Amoxyclave 300mg, Inj. Amoxyclave 600 Mg, Inj. Amphotericin -B Liposomal- 50 Mg, Inj. Amphotericin -B Liposomal Suspension In Saline 10 Mg/ 10 Ml, Inj. Zinc Chloride Ip 1mg / Ml, Inj. Ampicillin 50 Mg, Inj. Apa.....

Uttar Pradesh, India

Refer Document

01-12-2021

Design,Supply, Installation,Testing And Commissioning Of Receiving Cum Aux Main Substations Incl Hv Cabling From Grid Substations,750 V Dc 3rd Rail Traction System,33kv Cable Network,Ass,Tss And Scada Sys For Corr-1and2 Of Agra Metro Rail Project Up.

Uttar Pradesh, India

INR 450.00 CR.

01-12-2021

Design Supply Installation Testing And Commissioning Of Receiving Cum Auxiliary Main Sub Station Including High Voltage ,Cabling From Grid Substation 750 Volts Dc 3rd Rail Traction System , 33kv Cable Network , Ass , Tss And Scada Sytem For Metro Rail Project

Uttar Pradesh, India

Refer Document

Refer Document

Design, Supply, Installation, Testing And Commissioning Of Receiving Cum Auxiliary Main Sub Stations Including High Voltage Cabling From Grid Sub Stations, 750 Volts Dc 3rd Rail Traction System , 33 Kv Cable Network , Ass, Tss & Scada System For Corridor 1 And 2 Of Agra Metro Rail Project At Agra, Uttar Pradesh, India

Uttar Pradesh, India

INR 450.00 CR.

Refer Document

Supply Of Silicone Rubber Component Elastosil Rt 622b Of Wacker Metroark Chemicals Or Equivalent For Traction Motor Type 6fra 6068 Of Elect. Loco . To Str. No.Clw/Tm/0265, Rev.0 Or Latest To Pl No. 29720669.

Punjab, India

Refer Document

01-12-2021

Supply Of Hydraulic Operated Conductor Cutter Suitable For Cutting The Conductor From Dog Type To Moose Type Conductor, For The O&M Works Of Eht Lines And Substations Under The Control Of The Superintending Engineer/Omc/Metro-West/ Tstransco/Hyd

Telangana, India

Refer Document

30-11-2021

Supply, Installation, Testing And Commissioning And Support Of Integrated Real Time Enterprise Asset Management System & Advance Analysitcs For Operation & Maintenance Of Mahal Metrol Rail Projects

Maharashtra, India

Refer Document

30-11-2021

For Electrical And Mechanical E And M Works Including Hydraulics, Fire Safety System Ups And Dg Sets For Five Underground Stations Associated Tunnel Sections And Fie Elevated Stations In Reach 6 Of Bangalore Metro Rail Project.

Karnataka, India

Refer Document

Refer Document

Design, Manufacture, Supply, Installation, Testing And Commissioning Of Telecommunication Systems For Main Lines & Depot Of Line 4 And Extension Corridor [Wadala - Kasarvadavali Gaimukh] Of Mumbai Metro Rail Project Of Mmrda.

Maharashtra, India

Refer Document

30-11-2021

Supply, Testing & Commissioning And Training Of Personnel Of Small Portable Machines For Maintenance Of Rolling Stock At Central Park Depot Of Kolkata Metro East West Line Project With Warranty Period Of One Year

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METRO RAIL NEWS | NOVEMBER 2021

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LIVE TENDERS Metro Rail TENDER DETAILS

LOCATION

VALUE

DEADLINE

Advertisement Rights And Maintenance Obligations Of Bqs Cluster Comprising 166 Bus Queue Shelters In Gurugram Metropolitan Area

Haryana, India

Refer Document

29-11-2021

Bid For Licensing Of Commercial Bare Spaces At New Delhi Metro Station On Airport Express Line Of Dmrc Through Open E-Tender In Two Separate Schedules

Delhi, India

Refer Document

29-11-2021

Licensing Of Exclusive Advertising Rights On Metro Trains Of Line No.-1

Delhi, India

Refer Document

29-11-2021

Mechanized Cleaning And Housekeeping Works Of Rolling Stock (Metro Trains), Depot And 9 Nos. Metro Stations From Iit To Motijheel, Of Uttar Pradesh Metro At Kanpur.

Uttar Pradesh, India

INR 5.00 CR. INR 2.68 CR.

29-11-2021

General Maintenance For Civil Works From Dwarka Mor To Dwarka Sector-8 Metro Station In Line-3 Section

Delhi, India

Maintenance Contract For Artificer Works (Petty Repairs) At Krantiveera Sangoli Rayanna (Brcs), Chickpete (Ckpe) And Krishna Rajendra Market (Krmt) Underground Metro Stations".

Karnataka, India

INR 60.76 Lacs

Refer Document

Corrigendum : Supply Of Design, Development, Manufacture, Supply, Testing & Commissioning Of Electrics With 3-Phase Ac Propulsion System For Kolkata Metro As Per Rdso Specification No.Rdso/Pe/Spec/Emu/0182 (Rev-1) 2015 With Icf AnnexureIcf/Km/0182-01(Rev.00)

Tamil Nadu, India

Refer Document

29-11-2021

Maintenance Of Civil Work From Kashmiri Gate To Moolchand Metro Stations Of L-6.

Delhi, India

INR 4.57 CR.

27-11-2021

Corrigendum : Construction Of Rolling Stock Depot Cum Workshop At Subhash Nagar For Bhopal Metro Rail Project

Madhya Pradesh, India

INR 322.91 CR.

25-11-2021

Supply Of Skilled And Experienced Manpower And Maintenance Of Civil Engineering Structures And Viaduct & Bridges For Metro Lines 2a & 7 And Charkop Metro Depot.

Madhya Pradesh, India

INR 1.09 CR.

25-11-2021

Karnataka, India

INR 1.25 CR.

24-11-2021

Supply Of Tablet And Capsule 2021-22 - Aluminium Hydroxide 300mg + Magnesium Trisilicate 50mg +Magnesium Hydroxide 250 Mg+ Simethicone 25 Mg Or M.P.S Flavoured And Chewable Tab. Or Equivalent, Tab Amoxycilln 500 Mg + Clavulanic Acid 125mg, Tab Ascorbic Acid 500 Mg, Tab Atorvastatin 20 Mg, Tab Azithromycin 500mg, Tab Calcium Carbonate With Vitamin D3 N.F.I., Tab Carbamazepine 200 Mg, Tab Cefixime Tab 200 Mg, Tab Cetrizine 10 Mg, Tab Ciprofloxacin 500 Mg, Tab Diclofenac Sodium 50 Mg, Cap Doxycycli.....

Maharashtra, India

Refer Document

24-11-2021

Corrigendum : Supply Of Drugs And Medicines Under Mndy Drotaverine Hydrochloride Injection 40mg/2ml, Halothane Bp, Isoflurane Usp, Lignocaine Ointment Ip 5%, Lignocaine And Dextrose Injection Ip Each Ml Contains Lignocaine 50mg, And Dextrose (Monohydrate) 75mg, Thiopentone Injection Ip 0.5g, Paracetamol Drops (Each Ml Contains Paracetamol150mg), Paracetamol Syrup Ip 125mg/5ml, Betamethasone Tablet Ip 0.5mg, Dexamethasone Tablet Ip 0.5mg, Promethazine Syrup Ip 5mg/5ml, Promethazine Tablet Ip 25.....

Rajasthan, India

INR 1.50 CR.

23-11-2021

4Empanelment Of Analytical Testing Laboratories For The Analysis Of Samples Of Drugs, Surgical & Sutures Items For A Period Of Two Year- Antiseptic Handrub Solution 500ml, Tenofivir 300 Mg+Lamivudine 300+Efavirenz 600mg, Tablet, Tenofivir 300 Mg+Lamivudine 300 Tablet, Efavirenz 600 Mg Tablet/ Efavirenz 200 Mg Tablet, Lopinavir 100mg+ Ritonavir 25mg Tablet, Zidovudine 60mg+Lamivudine 30mg+Nevirapine, 50mg Tablet, Zidovudine 60mg+Lamivudine 30mg Tablet, Abacavir 60mg+Lamivudine 30 Mg Tablet, Gama B.....

Chhattisgarh, India

Refer Document

23-11-2021

Proposed Construction Of Covered Accommodation For Storing Metro Materials At Newly Laid Hardstanding Area Near Coconut Grove, Bangalore Complex, Beml Ltd, Bangalore

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METRO RAIL NEWS | NOVEMBER 2021

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LIVE TENDERS Indian Railway TENDER DETAILS

LOCATION

VALUE

DEADLINE

Construction Of Tunnelling Works Including Testing And Commissioning For Double Line High Speed Railway Using (Tbm) And (Natm) Between Mumbai Underground Station At Bandra-Kurla Complex (Mahsr Km. 0.773) And Shilphata(Mahsr Km. 21.150) In Maharashtra

Maharashtra, India

Refer Document

02-03-2022

Construction Of Tunnelling Works Including Testing And Commissioning For Double Line High Speed Railway Using Tunnel Boring Machine (Tbm) And New Austrian Tunnelling Method (Natm) Between Mumbai Underground Station At Bandra-Kurla Complex (Mahsr Km. 0.773) And Shilphata (Mahsr Km. 21.150) In The State Of Maharashtra For The Project For Construction Of MumbaiAhmedabad High Speed Rail.

Maharashtra, India

Refer Document

02-03-2022

Construction Of Tunnelling Works Including Testing And Commissioning For Double Line High Speed Railway Using Tunnel Boring Machine (Tbm) And New Austrian Tunnelling Method (Natm) Between Mumbai Underground Station At Bandra-Kurla Complex (Mahsr Km. 0.773) And Shilphata (Mahsr Km. 21.150) In The State Of Maharashtra For The Project For Construction Of MumbaiAhmedabad High Speed Rail.

Maharashtra, India

Refer Document

02-03-2022

Multi Location

Refer Document

23-02-2022

Provision Of Kavach (Formerly Known As Train Collision Avoidance System -Tcas ) And Laying Of 48 Fiber Armoured Ofc (In Two Routes) In Connection With Work Of Raising Of Speed Up To 160 Kmph On Automatic Section Of 96 Km Section VadodaraAhmedabad Of Western Railway.

Gujarat, India

Refer Document

21-02-2022

Expression Of Interest Is Being Sought For Mechanized Cleaning Of Septic/Sanitary Tanks And Disposal Of Sludge Evacuated In The Process, From Railway Colonies In Dibrugarh, Tinsukia, Mariani & Other Way Side Stations Of Tinsukia Division,Northeast Frontier Railway

Multi Location

Refer Document

31-01-2022

Supply Of Densified Thermal Bonded Polyester Blocks For Use In Railway Coaches For Seats & Berths To Ajmer Drg. No. Skt2012/21/C Item-4, Matl. & Spec. To Rdso Spec. C-K607 Rev.-2, Amndt. No. 1 Of August 2016.

Multi Location

Refer Document

18-01-2022

Supply Of :Register (Bound)Book Index A To Z Broad Ruled Withtop And Side Margin Of 22mm Size 210x297mm,100leaves(200 Pgs) To Is-5195 Of 1969 Or Latestconsisting Of White Printing Paper To Is1848 Of1991,60 Gsm.Each Page Should Have Shadow Printing(5%) Indian Railway

Rajasthan, India

Refer Document

06-01-2022

Supply Of Pad Ruled White 60or 65 Gsm A4 Size 210 X 297 Mm X 100 Leaves To Is Specn No:1848/91 And Wr Specn No- 100. Ruling:1 Red Double Hair Lined Margin On Top And 1 And Half Inch Red Hair Lined Margin On Left Hand Side With 28 Blue Lines With Equal Distance.With Indian Railway Logo Printing

Rajasthan, India

Refer Document

06-01-2022

Corrigendum : Auction For Setting Up, Operation And Management Of Food Plaza At Southern And South Western Railway Stations.

Tamil Nadu, India

Refer Document

05-01-2022

Auction For Setting Up, Operation And Management Of Fast Food Unit At Southern & South Western Railway Stations.

Tamil Nadu, India

Refer Document

05-01-2022

INR 206.62 CR.

30-12-2021

Refer Document

30-12-2021

Provision Of Indian Railway Kavach ( Formerly Known As Train Collison Avoidance System) (Ir Kavach) Over Ndls-Pwl, Ex.Tkj-Cpyz & Lko-Ex.Cnb Sections Of Northern Railway Including Provision For Double Distant Along With Interlocking Of Required Block Section Lcs In Lko-Ex.Cnb Section & Provision Of Stm4 / Telecom Towers At Stations Wherever Not Available In Ndls-Pwl & Ex.Tkj-Cpyz Sections Along With Loco Tcas Fitment Works In 106 Nos. Of 160kmph Electric Locos In Connection With Achieving Speeds .....

Corrigendum : Provision Of Train Collision Avoidance System (Tcas) And Laying Of 48 Fiber Armoured Ofc (In Two Routes) In Connection With Work Of Raising Of Speed Up To 160 Kmph On Automatic Section Of 336km Section Virarvadodara On New Delhi - Mumbai Route Of Western Railway

Multi Location

Supply Of Gum Liquid In Bottles 150cc Without Brush To Is 2257/81,With Indian Railway Logo Printing

Rajasthan, India

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METRO RAIL NEWS | NOVEMBER 2021

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